LIBRARY 

OF  THE 

UNIVERSITY  OF  CALIFORNIA. 

Class 


TRACK  STANDARDS 


Edited  by 

NORMAN  F.  REHM 

(Editor,  Railway  Engineering  and 
Maintenance  of  Way.) 


FIRST  EDITION 


Chicago 

THE  RAILWAY  LIST  COMPANY 

1910 


Copyright,    1910 
by 

THE  RAILWAY  LIST  COMPANY 


PREFACE 


The  subject  matter  of  this  book  is  to  be  revised  annually 
and  published  after  the  annual  convention  of  the  American 
Railway  Engineering  and  Maintenance  of  Way,  Association. 
The  information  in  this  book  was  obtained  for  the  most  part 
from  officers  of  the  railway  companies  represented.  All 
other  matter  contained  therein  has  reference  to  the  standards 
of  the  Maintenance  of  Way  Association,  and  is  published  in 
order  to  afford  a  comparison  with  prevailing  railway  stand- 
ards. 

In  this  first  edition  there  will  undoubtedly  be  numerous 
errors  both  on  account  of  the  difficulty  in  checking  the  data 
presented,  and  also  to  unavoidable  delays  in  printing  this  first 
edition. 

We  wish  to  thank  the  railway  officials  who  have  assisted 
us  in  compiling  the  standards  which  we  hope  will  afford  a 
means  of  comparison  for  all  maintenance  of  way  men.  We 
ask  the  co-operation  of  all  railway  men  interested  in  this  work 
in  revising  the  book  for  the  second  edition. 


216646 


CONTENTS 


Chapter   1— ROADWAY 

Chapter  2— TIES 

Chapter  3— RAIL 

Chapter  4— RAIL  JOINTS 

Chapter  5— RIGID  AND  SPRING  RAIL  FROGS 

Chapter  6— SWITCHES,  TURNOUTS,  ETC. 

Chapter   7— TIE  PLATES 

Chapter  8— CATTLE  GUARDS,  FENCES,  ETC. 

Chapter  9— TOOLS  AND  SUPPLIES 


TRACK  STANDARDS 


CHAPTER  I. 

American    Roadway    Practice 

THE  standard  track  sections,  adopted  by  American 
railways,  vary  considerably  in  all  dimensions, 
but  this  fact  is  due  in  the  main  to  the  conditions 
which  exist  on  the  various  roads.  Among  the  rea- 
sons for  this  variation  may  be  noted  the  frequency  and 
weight  of  traffic,  the  speed  of  trains  and  climatic 
conditions.  It  is  acknowledged,  however,  that  univer- 
sal standards  may  be  designed  for  several  classes  of 
track,  which  would  require  only  slight  changes,  if 
any,  to  be  applicable  for  all  roads. 

The  width  of  roadbed  for  single  track  main  line  is 
between  18  and  20  feet,  with  few  exceptions,  and  for 
double  track  between  30  and  33  feet.  Such  widths 
have  proved  very  satisfactory  and  therefore  have  be- 
come very  general.  There  are,  however,  localities, 
particularly  the  rocky,  mountainous  sections  of  the 
country,  where  it  is  not  feasible  to  use  greater  than  a 
16  or  17-foot  width.  The  width  of  roadbed  on  less 
important  main  lines  and  branch  lines  is  somewhat 
smaller,  varying  between  16  and  18  feet.  The  stand- 
ards of  the  American  Railway  Engineering  and  Main- 
tenance of  Way  Association  give  three  widths  of  road- 
bed, 20t  16  and  14  fee.t  for  the  three  classes  of  road- 


bed,  but  the  practice  on  most  roads  is  not  to  decrease 
the  width  of  roadbed  in  such  proportions.  The  initial 
cost  of  roadway  construction  is  greater,  but  the  cost  of 
maintenance  lower,  with  the  greater  width  of  roadbed, 
that  is,  a  width  between  18  to  20  feet. 

The  depth  of  ballast  which  is  customary  on  main 
lines  is  12  inches.  It  is  the  practice,  however,  on 
several  roads  to  limit  the  amount  of  ballast  beneath 
the  ties  to  7  or  8  inches,  on  account  of  the  constit- 
uency of  the  soil.  It  has  been  recommended  that  the 
minimum  amount  of  ballast  should  be  12  inches  with 
substantial  subsoil  and  that  18  inches  would  give  best 
service,  but  it  is  not  likely  that  roadways  will  be 
built  of  such  proportions  unless  the  cost  of  ballast 
is  materially  decreased,  and  unless  serious  difficulties 
are  encountered  in  maintaining  roadway  with  the  pres- 
ent 12  inches  of  ballast. 

The  slope  of  the  roadbed  depends  upon  the  char- 
acter of  the  subsoil  and  varies  between  a  level  surface 
and  a  slope  of  12  to  1.  An  average  slope  would  be 
about  24  to  1,  or  5  inches  on  a  20-foot  roadbed.  On  a 
substantial  firm  sub- soil  a  slope  to  the  roadbed  is  not 
deemed  necessary  to  provide  drainage,  but  very  often 
a  rise  of  1  or  2  inches  is  given  on  an  18  to  20-foot 
roadway. 

The  slope  of  the  ballast  depends  upon  the  material. 
With  crushed  rock  ballast  or  slag  it  is  customary  to 
give  a  slope  of  1.5  to  1,  but  there  are  cases  where  the 
slope  is  less  than  1.5  to  1,  and  then  again  where  it  is 
as  high  as  2  to  1.  With  other  materials  the  slope  of 
ballast  increases  to  3  to  1,  which  slope  is  recommended 
as  good  practice  ' 


The  practice  of  sodding  the  roadbed  up  to  the  foot 
of  ballast  is  becoming  more  general.  The  sod  pro- 
tects the  subgrade  and  maintains  the  section  against 
washouts.  If  sod  were  not  used  it  would  frequently 
be  necessary  to  provide  a  heavy  material  to  prevent 
the  wearing  away  of  the  subgrade. 

The  distance  between  centers  of  double  track  is 
usually  13  feet.  There  are  a  few  roads  on  which  this 
distance  exceeds  13  feet  and  very  few  on  which  it  is  less. 
Drainage  of  the  roadbed  may  be  provided  for  with 
ditches  and  drains.  The  dimensions  of  ditch  depend 
upon  such  conditions  as  climate,  rainfall  and  extent  of 
drainage  area  that  must  be  handled.  Where  the  water 
to  be  disposed  of  is  very  heavy,  ditches  are  supple- 
mented by  drains.  In  cold  climates  the  heaving  of 
track  is  avoided  to  some  extent  by  careful  drainage, 
and  at  the  same  time  the  use  of  shims  may  be  aban- 
doned. 

Various  opinions  are  advanced  as  to  the  best  prac- 
tice in  the  use  of  drains.  Certain  points  in  reference 
thereto  are  mentioned  here.  In  the  first  place  it  is 
necessary  to  provide  a  good  foundation  for  the  tiling 
in  order  that  it  may  not  shift  position,  become  clogged 
and  therefore  be  of  small  value.  The  depth  should  be 
such  that  the  subgrade  will  be  thoroughly  drained 
and  therefore  a  depth  of  2  or  3  feet  below  surface  of 
subgrade  should  prove  efficient.  Drains  are  located 
beneath  the  center  of  ditch  in  a  trench  and  covered 
completely  with  cinders.  On  double-track,  cross- 
drains  are  used  in  cuts  and  these  are  placed  on  a  slope 
at  the  surface  of  roadbed  to  carry  the  water  to  ditches 
or  to  drains  parallel  with  the  track. 


Standard  Roadway  Sections 


4?        fitt-BnKen  Sttfit,  Cltmn  6,*,t/,  Cindtn  r,  B*rnt  C/aj  Bat/ail  -  Cut 

Atchison,    Topeka    &   Santa    Fe    Track   Section. 

ATCHISON,  TOPEKA  &  SANTE  FE  RAILWAY. — This  road 
has  four  track  sections  both  for  broken  stone,  clean  gravel, 
cinders  or  burnt  clay  ballast,  and  for  cementing  gravel 
ballast,  besides  section  for  earth  or  material  that  will 
not  drain  and  desert  section.  The  roadbed  has  the 
same  width  for  all  ballast  sections,  but  the  depth  of 
ballast  decreases  from  12  inches  to  6  inches  and  the 
distance  from  tie  to  foot  of  ballast  decreases  from 
4  feet  to  2  feet  10  inches  with  the  kind  of  ballast 
indicated  in  drawing,  and  from  4  feet  4  inches  to  2 
feet  with  cementing  gravel  ballast.  Where  the  fill  is 
over  10  feet  in  height  the  width  of  roadbed  is  20  feet 
instead  of  18  feet. 

The  slope  of  roadbed  is  the  same  for  all  sections, 
but  the  slope  of  ballast  is  not  the  same  for  cementing 
gravel  as  for  the  kind  of  ballast  shown  in  section.  The 
slope  for  cementing  gravel  has  a  2  to  1  ratio  from 
foot  of  ballast  to  a  point  1  foot  4  inches  from  end  of 
tie  where  the  slope  changes,  the  ballast  becoming  level 
with  upper  face  of  tie  at  a  point  1  foot  9  inches  from 
center  of  roadbed  and  being  3  inches  from  upper  face 
of  tie  at  end  of  tie. 

With  the  6x8-inch  by  8-foot  ties  which  are  used 
3,400  cubic  yards  of  ballast  per  mile  are  required  in 
the  section,  illustrated  herewith.  The  variation  in 
cubic  yards  of  ballast  per  mile  for  the  several  track 

10 


sections  with  broken  stone,  clean  gravel  cinders  or 
burnt  clay  ballast  is  between  3,400  and  1,940  cubic 
yards  per  mile,  and  with  the  cementing  gravel  ballast 
between  3,470  and  1,880  cubic  yards  per  mile. 


/•/// '-Sttne  and  Hard  S/ay    Ballast  -  Cut 

Baltimore  &  Ohio  Track  Section. 

BALTIMORE  &  OHIO  RAILROAD. — There  are  three  classes 
of  track  sections,  A,  B  and  C,  both  for  stone  or  hard 
slag  ballast  and  for  gravel,  cinder  or  granulated  slag 
ballast.  The  width  of  roadbed  on  fills  varies  from 
20  to  16  feet  for  the  three  classes,  with  6  feet  addi- 
tional width  in  cuts,  while  the  depth  of  ballast  de- 
creases from  12  to  6  inches.  The  distance  from  foot 
of  ballast  to  end  of  tie  varies  between  3  feet  \y2  inches 
(class  A)  and  2  feet  9  inches  (class  C)  with  stone  and 
hard  slag  ballast  and  between  3  feet  9  inches  and  2 
feet  1^4  inches  with  gravel,  cinder  or  granulated  slag- 
ballast. 

With  the  latter  kind  of  ballast  .the  slope  is  made  on 
practically  a  straight  line  from  inside  of  rail  to  foot 
of  ballast  in  cases  where  the  ballast  is  very  dirty  or 
cements  badly  so  that  it  does  not  drain  properly. 

Slopes  of  cuts  are  made  generally  as  follows :  Solid 
rock,  %  to  1 ;  loose  rock,  y2  to  1,  and  earth,  1  to  1 
and  \l/2  to  1.  All  earth  slopes,  cuts  and  fills  are  made 
1^2  to  1,  except  where  it  is  advisable  to  alter  to  suit 
the  character  of  material. 

11 


On  curves  the  depth  of  ballast  is  maintained  at  12 
inches  under  lower  rail  for  class  A.  On  double  track 
the  distance  between  centers  of  track  is  13  feet  and 
•width  of  roadbed  is  33  feet  on  fills. 


f'J-- 


Irr— H 
Jk 


fill ~     £roX*n  Stene  or  Furnace  S/af    -  Cat 

Central    Railroad   Of   New  Jersey  Track  Section. 

CENTRAL  RAILROAD  OF  NEW  JERSEY. — Besides  the  sec- 
tion, shown  herewith,  for  broken  stone  or  furnace  slag, 
there  is  one  for  engine  ashes.  The  width  of  roadbed 
and  depth  of  ballast  is  the  same  for  both  kinds  of  bal- 
last. With  the  ballast  of  engine  ashes  the  distance 
from  end  of  tie  to  foot  of  ballast  is  4  feet,  the  ballast 
being  1  inch  from  upper  face  of  tie  throughout  length 
of  tie  and  in  cuts  the  roadbed  slope  is  10  to  1  from 
point  beneath  tie  to  bottom  of  ditch,  1  foot-  beyond 
foot  of  ballast. 

The  slope  of  embankments  is  \l/2  to  1  and  of  cuts 
is  as  follows :  Solid  rock,  14  to  1 5  broken  stratified 
rock,  y2  to  1;  stiff  earth,  1  to  1,  and  loose  earth,  V/2 
to  1.  In  wet  cuts  the  width  of  roadbed  is  made  26  feet 
and  2  feet  of  berme  is  maintained  on  the  subgrade, 
the  depth  of  ditch  being  9  inches  or  more. 

The  minimum  depth  of  ballast  allowable  under  the 
ties  is  4  inches,  the  standard  being  8  inches.  On 
curves  the  subgrade  must  slope  so  as  to  maintain 
these  depths  beneath  lower  rail.  The  width  of  road- 
bed for  double  track  is  31  feet  6  inches  on  fills  and 

12 


33  feet  in  cuts,  these  widths  being  the  same  for  tracks 
on  12  or  13-foot  centers.  When  such  changes  or  re- 
pairs are  in  progress  that  admit  of  work  being  done 
at  least  cost,  tracks  are  spread  to  13  feet  centers.  In 
new  construction  engine  ashes  are  used  for  ballast  on 
all  fills  until  they  are  thoroughly  settled. 


Stone,  furnace  S/af  arteL  Crushed  Beu/dLers 


Chicago  &  Alton   Track  Section. 

CHICAGO  &  ALTON  RAILWAY. — The  standard  main 
track  section  with  ballast  of  broken  stone,  furnace  slag 
or  crushed  boulders  is  shown  herewith.  With  gravel 
ballast  the  main  track  section  is  similar  to  the  above 
with  the  exception  of  ballast  slope.  Gravel  ballast  is 
sloped  from  center  of  roadbed  on  a  curve  and  is  level 
with  bottom  of  tie  at  the  end  of  tie. 

For  double  main  track,  the  width  of  roadbed  is  31 
feet,  the  distance  between  centers  of  track  being  13 
feet.  Between  tracks  large  boulders  are  used  instead 
of  broken  stone,  etc.,  where  the  ballast  is  level  with 
upper  face  of  tie. 

For  side  track,  engine  cinder  ballast  is  used  and  its 
section  is  similar  to  that  for  broken  stone  ballast. 


Clean  jlre/ftn  Sre/tf  ^a/lost 

Chicago,    Burlingon    &    Quincy    Track    Section. 
13 


CHICAGO,  BURLINGTON  &  QUINCY  RAILWAY. — For  the 
standard  track  section  with  stone  ballast,  2,146  cubic 
yards  of  ballast  are  required  on  a  basis  of  3,100  ties, 
6x8  inches  by  8  feet,  per  mile. 

With  burned  clay  or  clean  fair-sized  gravel,  the 
depth  of  ballast  and  width  of  roadbed  is  the  same  as 
for  stone  ballast.  The  ballast  has  a  slope  of  1^  to  1 
from  a  point  10  inches  from  tie  to  foot  of  ballast,  which 
is  2  feet  7  inches  from  end  of  tie.  2,273  cubic  yards 
per  mile.  Sod  line  is  7  feet  10  inches  from  center  of 
track. 

The  slope  of  embankment  in  good  earth  is  \l/2  to  1 
and  in  clear  sand  or  sliding  earth  the  slope  is  less, 
some  sands  requiring  a  2  to  1  slope.  In  cuts,  the 
earth  slope  is  \y2  to  1  and  the  rock  slope  is  %  to  1. 

The  width  of  roadbed  on  fills  is  maintained  at  17 
feet,  new  banks  being  constructed  wider  where  it  is 
necessary  to  insure  17  feet  after  settlement.  Ditches 
are  made  approximately  as  indicated,  the  outline  being 
as  section  scraper  leaves  it.  Six-inch  tile  is  located 
about  4  feet  below  subgrade. 

For  sidings  and  unimportant  lines  where  no  ballast 
and  track  is  surfaced  with  material  from  side,  the 
roadbed  is  14  feet  wide  on  fills  and  20  feet  in  cuts. 
When  earth  is  used,  it  is  just  level  with  bottom  of  tie 
at  end  of  tie  so  as  to  drain  well.  The  tie  is  lifted  just 


foe  A  £*//*st 
Chicago   &    Northwestern    Track   Section. 

14 


enough  to  bring  track  to  surface  and  tamp.  The 
clearance  between  rail  and  earth  is  2  inches. 

CHICAGO  &  NORTHWESTERN  RAILWAY. — The  standard 
track  section  for  rock  ballast  is  shown  herewith.  With 
gravel  ballast  the  track  section  varies  from  the  above 
only  in  the  ballast  section,  which  has  a  slope  from 
center  of  roadbed  that  gives  1  inch  clearance  under 
rail  and  4  inches  below  upper  face  of  tie  at  end  of  tie 
and  which  is  \l/2  to  1  from  a  point  1  foot  6  inches 
from  tie  to  foot  of  ballast.  At  the  center  of  roadbed,  the 
gravel  ballast  is  therefore  about  3  inches  above  tie. 

The  double  track  sections  are  similar  to  single  track, 
the  distance  between  center  of  track  being  13  feet. 
The  width  of  roadbed  is  therefore  33  feet  on  fills  and 
39  feet  in  cuts. 


BrtKen  Stt/te-  S/af  -  Gravfl '  -  DismTegrareet    Grafiitf  -  C/nders 

Chicago,    Rock    Island   &   Pacific   Track  Section. 

CHICAGO,  ROCK  ISLAND  &  PACIFIC  RAILWAY. — There 
are  three  classes  of  track  sections,  designated  by  A,  B, 
and  C,  with  widths  of  roadbed  20,  18  and  16  feet  re- 
spectively. Under  classes  A  and  B,  sections  are  given 
for  broken  stone,  slag,  gravel,  disintegrated  granite  and 
cinders,  for  chats  and  sand  and  for  earth.  Under  class 
C,  sections  for  chats  and  sand  are  not  included.  For 
each  kind  of  ballast  the  sections  under  each  class  are 
given  for  6,  7,  8,  9  and  10  inches  of  ballast  under  tie. 

The  section,  shown  herewith,  requires  2,495  cubic 
yards  of  ballast  per  mile,  the  estimate  of  quantity  being 

15 


based  on  3,200  ties,  6x8  inches  by  8  feet,  per  mile.  The 
cross-section  of  ballast  does  not  vary  with  width  of  road- 
bed, but  only  with  depth  of  ballast.  The  cubic  yards  of 
ballast  per  mile,  which  are  required  for  the  sections  of 
broken  stone,  slag,  etc.,  vary  between  2,495  and  1,644 
cubic  yards  with  ballast  depths  of  10  to  6  inches  respec- 
tively. For  chats  and  sand  the  variation  is  between  2,938 
and  1,988  cubic  yards  with  ballast  depths  of  10  to  6  inches 
respectively. 

For  double  track,  cubic  yards  of  ballast  per  mile  for 
broken  stone,  slag,  etc.,  vary  between  5,347  and  3,645 
eubic  yards  under  same  conditions  and  for  chats  and  sand 
between  5,852  and  4,055  cubic  yards. 

The  section  and  area  of  ditch  are  governed  by  local 
conditions.  The  distance  between  centers  of  track  is  13 
feet. 


Stone  0a//att 

Chicago,   St.    Paul,    Minneapolis   &   Omaha   Track  Section. 

CHICAGO,  ST.  PAUL,  MINNEAPOLIS  &  OMAHA  RAIL- 
WAY.— It  will  be  noted  in  the  drawing  that  the  depth  of 
ballast  under  center  of  ties  is  2  inches  less  in  cuts  and 
that  the  subgrade  has  a  slope  of  2  inches  in  7  feet. 

With  gravel,  cinders  or  very  coarse  sand  ballast,  the 
width  of  roadbed  and  depth  of  ballast  is  the  same  as  for 
stone  ballast.  The  distance  from  end  of  tie  to  foot  of 
ballast  on  fills  is  4  feet  and  in  cuts  3  feet.  The  ballast 
slopes  so  as  to  give  about  an  inch  clearance  under  rail 
and  from  a  point  2  feet  from  foot  has  a  slope  of  1^  to  1. 

16 


With  ties  laid  on  earth,  the  width  of  roadbed  on  fills 
is  14  feet  and  in  cuts  is  24  feet. 


Lieit.  Gravtl.  Aitie<>  or  Cinder   ga//asC 

Cincinnati,    Hamilton   &    Dayton    Track   Section. 

CINCINNATI,  HAMILTON  &  DAYTON  RAILWAY. — The 
standard  track  section  for  cementing  gravel  ballast  is 
similar  to  the  section  for  loose  gravel,  ashes  or  cinder 
ballast  with  the  exception  of  ballast  slope  which  in  the 
case  of  cementing  gravel  is  on  a  straight  line  from  a 
point  at  end  of  tie  and  4  inches  below  upper  face  of  tie 
to  foot  of  ballast  3  feet  10J4  inches  from  end  of  tie. 
The  ties  are  6x8  inches  by  8  feet.  The  slope  of  sub- 
grade  is  2  inches  in  one-half  the  width  of  roadbed.  It 
will  be  noted  in  the  above  drawing  that  6  inches  of  sod 
are  used  on  subgrade  for  embankments,  but  that  there 
is  no  berme  on  subgrade  for  cuts.  Below  center  of 
ditches  6-inch  tile  is  placed  6  inches  below  surface  of 
ditch  or  14  inches  below  subgrade. 

This  section  was  adopted  as  a  standard  for  the  reason 
that  it  wras  adapted  to  the  roadbed  generally  existing  on 
its  line. 


( 4'3"— 4'  3  "—±S& 

3=^3^- 

f .?.  f ! K^^i^^l.  _ 


ft// 


Delaware    &    Hudson    Track   Section. 

DELAWARE   &   HUDSON   COMPANY. — It   will  be   noted 

17 


that  the  depth  of  ballast  is  12  inches  below  center  of  tie 
and  the  slope  of  subgrade  is  6  inches  in  one-half  the 
width  of  roadbed.  The  slope  of  cut  or  embankments  is 

iy2  to  i. 

On  double-track  roadbed  the  ballast  at  center  of  road- 
bed is  18  inches  in  depth  and  the  slope  of  subgrade  is  0 
inches  in  16  feet  (one-half  width  of  double-track  road- 
bed). The  depth  of  ballast  under  center  of  tie  is  there- 
fore about  14  inches  for  double-track.  The  distance  be- 
tween centers  of  track  is  12  feet. 


Cut-  Grave/  Ba//*st  —  H// 

Denver  &   Rio   Grande  Track  Section. 

DENVER  &  Rio  GRANDE  RAILROAD. — The  width  of  road- 
bed is  the  same  for  the  four  standard  roadbed  sections 
with  gravel  ballast.  The  depth  of  ballast  decreases  from 
12  to  6  inches  and  the  distance  from  end  of  tie  to  foot 
of  ballast  decreases  from  4  feet  2  inches  to  3  feet  2 
inches.  The  ties  are  7  inches  in  depth. 

The  cubic  yards  of  ballast  per  mile  for  6,  8,  10  and 
12  inches  of  ballast  under  the  tie  is  2,070,  2,550,  3,050 


foe*  Ball*st  Grave/ 

Erie  Track  Section. 
18 


and  3,570  for  single  track  and  -1,340,  5,305,  6,295,  and 
7,305  for  double  track. 

ERIE  RAILROAD. — With  rock  and  gravel  ballast,  for 
which  track  sections  are  shown  herewith,  it  will  be  noted 
that  the  depth  of  ballast  under  center  of  tie  is  11  inches 
and  ..the  subgrade  has  a  slope  of  4  inches  in  one-half 
width  of  roadbed.  The  depth  of  tie  is  7  inches.  The 
ballast  area  with  rock  ballast  is  17.36  square  feet  and 
vvith  gravel  19.64  square  feet;  the  cubic  yards  of  ballast 
per  mile  with  rock  is  3,152  and  with  gravel  3,596. 

The  slope  of  embankments  is  made  1^  to  1,  and  of 
cuts  is  made  for  rock  J4  to  1  least  and  HJ/2  to  1  for  earth. 
Under  rails  there  is  a  clearance  of  1  inch  between  bal- 
last and  rail  to  allow  for  unbroken  electric  track  circuit. 
Drain  tile  is  used,  where  it  is  deemed  necessary,  and  is 
laid  on  Ix6-inch  plank  3  feet  below  bottom  of  ditch  at 
center,  being  given  a  fall  of  at  least  3  inches  in  100  feet. 
On  single  track  curves  the  depth  of  ballast  under  lower 
rail  is  12  inches,  the  ballast  area  for  rock  varies  between 
17.36  and  22.68  square  feet  and  for  gravel  between  19.64 
and  24.96  square  feet,  and  the  cubic  yards  of  ballast  per 
mile  for  rock  varies  between  3,152  and  4,192  and  for 
gravel  between  3,596  and  4,636.  The  greatest  super- 
elevation figured  on  is  8  inches,  and  a  special  order  is 
required  for  more  than  6  inches  superelevation. 

For  double  track  the  subgrade  has  a  slope  of  6  inches 
in  20  feet  (one-half  width  of  roadbed),  and  the  depth  of 
ballast  under  inner  rail  is  12  inches.  The  distance  be- 
tween center  of  track  is  13  feet.  On  tangent  double 
track,  the  rock  ballast  area  in  square  feet  and  cubic  yards 
of  rock  ballast  per  mile  are  37.5  and  7,092  respectively, 

19 


and  the  gravel  ballast  area  in  square  feet  and  cubic  yards 
of  gravel  ballast  per  mile  are  39.78  and  7,536  respec- 
tively. 

On  double  track  curve  the  rock  ballast  area  in  square 
feet  and  cubic  yards  of  rock  ballast  per  mile  vary  from 
37.5  to  45.97  and  from  7,092  to  8,747  respectively,  and 
the  gravel  ballast  area  in  square  feet  and  cubic  yards  of 
gravel  ballast  per  mile  vary  from  39.78  to  48.25  and 
from  7,536  to  9,191  respectively.  The  inside  rails  on 
curves  are  on  same  level  plane. 


^VVvVVYYV^ 

gnfrn  Sr«/>t  tr  .flay  fa //a  it 

Grand  Rapids  &  Indiana  Track  Section. 

GRAND  RAPIDS  &  INDIANA  RAILWAY. — The  width  of 
standard  roadbed  for  gravel  or  cinder  ballast  is  the  same 
as  for  slag  or  broken  stone  ballast,  shown  herewith.  With 
the  gravel  or  engine  cinder  ballast  the  depth  of  ballast 
under  tie  is  8  inches  and  the  distance  from  end  of  tie  to 
foot  of  ballast  is  3  feet  4  inches,  allowing  18  inches  sod. 
The  slope  of  the  latter  ballast  is  on  a  curve  of  25.18  foot 
radius  from  center  of  tie  to  foot  of  ballast.  The  depth 
of  tie  is  6  inches. 

The  slope  of  embankments  and  dry  cuts  is  made  1% 
to  1.  For  wet  cuts,  a  ditch  of  variable  width  is  used, 
the  bottom  of  ditch  being  12  inches  below  subgrade. 


^fljBfrkT 

>'J£  °?°°°ll«'lll||;l|p^     |*'v« » ' 
^——7^^  ^H_ 

sJS*^  6,.,t/ 


•/  0*/t*tt  -nil  G,*ref  B«//*it  -  C«t 

Great    Northern   Track   Section. 
20 


GREAT  NORTHERN  RAILWAY. — The  standard  roadbed 
section  for  single  track  with  gravel  ballast  is  shown 
on  opposite  page.  The  depth  of  tie  is  7  inches.  Where 
a  surplus  of  ballast  is  distributed  the  slope  of  \y2  to  1 
is  maintained  approximately  and  the  shoulder  at  top  is 
increased  from  6  inches,  thus  decreasing  width  of  berme 
on  sub-grade. 

The  distance  between  centers  of  track  is  15  feet.  The 
depth  of  gravel  between  track  is  10  inches,  but  where  a 
passing  track  is  lower  than  the  main  track,  the  gravel 
between  tracks  is  kept  level  with  bottom  of  tie  of  passing 
track. 


<///-  Stitr/ntn  Gr*re/,  £*rnt   C/aj  or  C<«dtr  go/fast  -  Cur 

Harriman    Lines   Track   Section. 

HARRIMAN  LINES. — The  standard  track  sections  are 
common  to  all  Harriman  lines,  which  include  among 
others  the  Oregon  Railroad  &  Navigation  Company  lines, 
the  Oregon  Short  Line,  the  Southern  Pacific  System  and 
the  Union  Pacific  Railway. 

The  standard  track  section  with  Sherman  gravel,  burnt 
clay  or  cinder  ballast  is  shown  above.  The  ties  are  7x9 
inches  by  8  feet.  The  subgrade  has  a  slope  of  ll/2  inches 
in  one-half  width  of  roadbed.  The  slope  for  embank- 
ments or  cut  is  1^2  to  1  with  the  exception  of  rock  cuts, 
where  slope  is  ^4  to  1  and  the  ditch  is  18  inches  wide 
at  subgrade,  12  inches  deep  and  12  inches  wide  at  bot- 
tom. The  width  of  shoulder  and  roadbed  may  be  in- 
creased up  to  12  inches  to  suit  variations  in  quality  of 

21 


gravel.  With  this  ballast  section,  2,573  cubic  yards  of 
ballast  are  required  per  mile. 

The  track  section  with  broken  stone  or  slag  ballast  dif- 
fers in  that  the  distance  from  end  of  tie  to  foot  of  ballast 
is  2  feet  6  inches,  giving  a  width  of  roadbed  on  fills  of 
16  feet  and  in  cuts  of  21  feet.  The  ballast  per  mile  re- 
quired is  2,449  cubic  yards. 

Where  ties  are  placed  on  earth,  the  width  of  roadbed 
on  fills  is  17  feet  6  inches  and  in  cuts  is  21  feet.  Where 
the  ties  are  placed  on  sand  or  other  permeable  material 
through  which  water  drains  quickly,  the  width  of  roadbed 
on  fills  is  17  feet  6  inches  and  in  cuts  is  19  feet  10% 
inches.  The  latter  section  -is  used  for  particular  locali- 
ties in  arid  regions  only  when  properly  authorized. 

The  double  track  sections  have  detail  dimensions  com- 
mon with  single  track.  The  distance  between  track  cen- 
ters is  13  feet  and  the  subgrade  slopes  from  center  of 
roadbed,  having  the  same  fall  as  single  track.  On  ac- 
count of  subgrade  slope  the  depth  of  ballast  under  tie  on 
the  inside  is  slightly  less  than  8  inches.  For  the  section 
with  gravel,  burnt  clay  or  cinder  ballast,  5,130  cubic 
yards  of  ballast  are  required  per  mile  and  for  the  section 
with  Sherman  gravel,  broken  stone  or  slag  ballast  5,000 
cubic  yards  are  required. 

ILLINOIS  CENTRAL  RAILROAD. — The  use  of  one  of  the 
several  classes  of  roadbed,  A,  B,  or  C,  depends  upon  the 
importance  of  the  section  of  line  with  regard  to  speed, 
weight  and  frequency  of  traffic.  The  sections  of  class  A 
are  used  on  the  important  main  lines,  the  through  lines 
for  passenger  and  heavy  freight  service.  Those  of  class 
B,  are  used  on  main  lines  also,  but  lines  which  are  of 

22 


lesser  importance.  Class  C  sections  are  used  only  on 
branch  lines  of  the  road. 

The  variation  in  the  different  classes  is  in  the  width  of 
roadbed  and  depth  of  ballast.  Class  A  section  has  a  20- 
foot  width  of  roadbed,  class  B  has  an  18-foot  and  class 
C  has  a  16-foot.  There  is  a  depth  of  ballast  of  12  inches 
for  class  A,  10  inches  for  class  B,  and  8  inches  for 
class  C. 

Different  sizes  of  ties  are  used  on  several  sections  of 
the  road.  The  standard  tie  for  new  lines  is  the  6x8- 
inch  by  8-foot.  The  7x9-inch  by  Sl/2 -foot  tie  is  used  on 
a  section  of  line  upon  which  the  tie  was  already  laid  at 
the  time  of  purchase  by  the  I.  C.  R.  R.  The  7x9-inch 
by  9-foot  tie  is  a  cypress  cross-tie  which  is  used  in  the 
states  of  Louisiana  and  Mississippi,  the  southern  ex- 
tremity of  the  road. 

The  ballast  to  be  used,  depends  upon  the  location  of 
the  section  of  the  road  with  respect  to  the  source  of  sup- 
ply. Rock  ballast,  cementing  gravel  ballast  and  loose 
gravel  and  cinder  ballast  are  the  kinds  which  are  used, 
depending  upon  the  importance  of  the  line.  The  cement- 
ing gravel  ballast  is  a  mixture  of  gravel  and  clay,  which 
gives  a  compact  roadbed. 


Kansas   City,    Mexico   &   Orient   Track   Section. 

KANSAS  CITY,  MEXICO  &  ORIENT  RAILWAY  OF  TEXAS. 
—The  standard  track  sections  for  earth  embankment  and 

23 


cut  are  shown  in  the  drawing  on  page  23.     At  the  foot 
of  embankment  the  berme  is  10  feet  wide. 

In  rock  cuts  the  width  of  roadbed  at  subgrade  is  20 
feet,  crushed  rock  being  used  to  a  depth  of  12  inches  be- 
low subgrade.  The  width  of  ditch  at  subgrade  is  3  feet 
and  at  bottom  is  1  foot  \l/2  inches,  the  bottom  being  1 
foot  6  inches  below  subgrade.  The  side  slope  of  cut  is 
154  to  1. 

"TTL 

^vlp 


2 


±d 


<& 


^ 


^f.N-U.frt' 


Br>*'»  fftxt   »,  Gn4  F*rrr*ct  J/*f. 


-ne — — 

Grtre/  tr  G*o*   C,»>tt 


\ 


Lehigh    Valley    Track    Section. 

LEHIGH  VALLEY  RAILROAD. — The  track  sections  for 
the  several  kinds  of  ballast  are  the  same  with  the  excep- 
tion of  ballast  slopes.  For  broken  stone  or  good  furnace 
slag  ballast  and  for  good,  clean  gravel  or  good  cinder 
ballast  the  slopes  are  shown  in  the  accompanying  draw- 
ing. With  poor  gravel  or  clay,  the  ballast  slopes  from 
center  of  roadbed  to  a  point  a  few  inches  beyond  rail  so 
as  to  give  1  inch  clearance  between  rail  and  ballast  and 
then  on  a  straight  line  to  foot  of  ballast  3  feet  beyond 
end  of  tie.  The  subgrade  has  a  slope  of  5  inches  in  9 
feet  6  inches  in  all  cases. 

On  single  track  curves  the  depth  of  ballast  is  shown 
in  the  above  drawing  for  a  superelevation  of  5  inches, 
the  distance  from  center  of  roadbed  to  foot  of  ballast  be- 
ing 6  feet  6  inches  as  on  tangent  single  track. 

24 


The  distance  between  centers  of  track  is  13  feet.  The 
slope  of  subgrade  from  center  of  double  track  roadbed  is 
5  inches  in  16  feet. 


Gravel  gmffmtt 

New    York    Central    &    Hudson    River    Track    Section. 

NKW  YORK  CENTRAL  &  HUDSON  RIVER  RAILROAD. — 
In  the  accompanying  drawing,  the  standard  track  section 
for  gravel  ballast  and  four  tracks  is  shown.  The  depth 
of  ballast  under  center  of  tie  from  upper  face  of  tie  is 
about  15  inches  for  the  inner  tracks  and  16  inches  for 
the  outer  tracks. 

In  wet  cuts,  farm  tile,  6  or  8  inches,  is  used  and  pro- 
tected by  sod  covering.  In  soft  material  the  tile  is  laid 
in  troughs,  5  feet  below  subgrade.  The  ditch  is  filled 
with  clean  gravel  in  the  immediate  vicinity  of  the  tile 
and  with  porous  material  above  the  gravel.  The  ditch 
opposite  drain  boxes  is  also  filled  with  cobbles. 

The  box  drains  are  made  6x6  inches  of  2-inch  planks 
and  are  placed  400  to  500  feet  apart  for  draining  de- 
pressions between  tracks  ballasted  with  gravel.  The 
drains  are  placed  deep  enough  to  permit,  tamping  and 
have  an  inclination  of  1-inch  per  foot  each  way  from 
center  line  of  roadbed.  The  box  drains  are  placed  be- 
tween ties  under  three  of  the  tracks,  one  of  the  inner 
and  two  of  the  outer.  Cobbles  are  used  at  drain  open- 
ings and  cover  an  area  of  2  feet  6  inches  by  3  feet. 
These  box  drains  are  of  creosoted  timber. 

When  the  cuts  are  unusually  wet,  drains  are  also  placed 

25 


between   track.      When   drains   are   unusually   long,   the 
diameter  is  increased  near  outlet. 

The  distance  between  centers  of  track  is  made  13  feet 
wherever  possible,  but  in  no  case  less  than  12  feet.  The 
distance  from  center  of  main  track  to  center  of  adjacent 
siding  is  13  feet. 


*&**  I  \n  J  1 

-XL 


Stone    Bat/asi 

Penn.    Lines,   W.   of   P.   Track  Section. 

PENNSYLVANIA  LINES  WEST  OF  PITTSBURG. — There  are 
two  classes  of  track  which  differ  mainly  in  depth  of  bal- 
last and  width  of  roadbed.  The  section  for  class  A 
track  with  rock  ballast  is  shown  above,  but  a  proposed 
revision  to  change  slope  of  ballast  to  1J^  to  1  is  not  in- 
dicated. Ties  are  7x8  inches  by  8  feet  6  inches. 

On  class  A  track  with  gravel  or  engine  cinder  ballast, 
the  depth  of  ballast  and  width  of  roadbed  are  the  same 
as  with  rock  ballast,  but  the  slope  of  ballast  is  from 
upper  face  of  tie,  about  14  inches  from  center  to  foot  of 
ballast,  4  feet  3  inches  from  end  of  tie,  on  a  curve  of 
22.59  foot  radius.  The  berme  of  width  12  inches  is  cov- 
ered with  sod. 

On  class  B  track  with  gravel  or  engine  cinder  ballast 
the  depth  of  ballast  is  8  inches,  the  width  of  roadbed  is 
17  feet  and  the  distance  from  end  of  tie  to  foot  of  bal- 
last is  3  feet  3  inches,  but  the  slope  is  same  as  for  gravel 
ballast  on  class  A  track. 

The  size  of  ditch  is  governed  by  local  conditions  de- 


pending  on  quantity  of  water  and  drainage.     The  slope 
of  embankment  or  cut  is  made  !*/•>  to  1. 

The  distance  between  centers  of  track  is  13  feet  and 
the  ballast  between  ties  is  level  with  upper  face  of  tie. 
The  inside  rails  on  curves  are  on  same  elevation. 


I 


12'- 


-  Ma,n  Line 


Pere    Marquette    Track    Section. 


PERE  MARQUETTE  RAILROAD. — The  standard  track  sec- 
tions are  divided  into  three  classes,  for  main  line,  less  im- 
portant main  line  and  branches.  The  width  of  roadbed 
decreases  for  the  several  classes  from  18  to  14  feet  on 
fills  and  the  depth  of  ballast  from  12  to  6  inches.  If 
fills  are  over  8  feet,  the  width  of  roadbed  is  increased  2 
feet  for  each  class  and  it  may  also  be  increased  on  ac- 
count of  material  or  to  provide  necessary  drainage.  The 
width  of  roadbed  in  cuts  is  6  feet  greater  than  on  fills. 
The  depths  of  ballast  given  above  are  for  sand  subsoil 
and  are  decreased  ll/2  inches  at  center  of  roadbed,  if 
subsoil  is  clay  or  loam.  The  distance  from  end  of  tie  to 
foot  of  ballast  decreases  from  4  feet  to  2  feet  4  inches. 

On  double  track  the  roadbed  is  32  feet  wide  on  fills, 
with  a  distance  of  14  feet  between  centers  of  track.  The 
subgrade  is  level  with  sand  subsoil  and  has  a  slope  of 
\l/2  inches  in  16  feet  with  clay  or  loam  subsoil.  The 
width  of  roadbed  is  2  feet  greater  on  fills  over  8  feet. 


27 


PHILADELPHIA  &  READING  RAILWAY. — See  description 
of  roadway  for  Central  Railroad  of  New  Jersey,  which 
is  the  same. 


freten  Stfne  Ballast -Ft//  Bnkert  Stone  B*//*st-  Cut 

St.    Louis    Southwestern    Track    Section. 

ST.  Louis  SOUTHWESTERN  RAILWAY. — The  width  of 
roadbed  and  depth  of  ballast  are  the  same  for  all  track 
sections,  three  of  which  are  shown  in  the  above  draw- 
ing. The  track  section  with  cinder  or  fine  gravel  ballast 
is  same  as  that  for  broken  stone  ballast,  with  several  ex- 
ceptions outlined  as  follows :  The  width  of  ballast  shoul- 
der is  6  inches  instead  of  9  inches ;  the  width  of  berme 
on  fills  is  2  feet  3  inches  instead  of  2  feet,  and  the  width 
of  ditch  is  3  feet  9  inches  instead  of  3  feet  6  inches. 
In  the  track  section  for  ties  laid  on  earth,  the  earth  rises 
:above  tie  between  rails.  It  will  be  noted  that  the  slope 
of  subgrade  is  1  inch  in  12  inches  for  all  sections. 

WABASH  RAILROAD. — There  are  two  classes  of  track  of 
which  class  A  is  shown  herewith.  On  class  B  track  the 

28 


width  of  roadbed  on  fills  is  16  feet  and  in  cuts  is  24 
feet,  with  ditch  4  feet  in  width ;  the  depth  of  ballast  is  8 
inches  under  tie  and  distance  from  end  of  tie  to  foot  of 
ballast  is  3  feet. 


Fill  Cu  t 

Wabash    Track   Section. 

The  distance  between  centers  of  track  is  13  feet  and 
the  ballast  between  ties  is  maintained  at  level  of  tie. 

The  quantities  of  ballast  per  lineal  foot  of  track  are 
as  follows:  Class  A,  single  track,  0.70  cubic  yards;  class 
B,  single  track,  0.48  cubic  yards;  class  A,  double  track, 
1.37  cubic  inches,  and  class  B,  double  track,  0.98  cubic 
inches. 


Standard  Roadway  Dimensions 

The  accompanying  tables,  giving  certain  dimensions 
of  standard  track  sections,  are    for    three    classes    of 
track,  A,  B  and  C,  which  are  subdivided  as  follows : 
Class  A: 

(1)  Important  Main  Line. 

(2)  Crushed  Rock  and  Slag. 

(3)  Gravel,  Cinders,  Chats,  etc. 
Class  B: 

(1)  Less  Important  Main  Line. 

(2)  Crushed  Rock  and  Slag. 

(3)  Gravel,  Cinders,  Chats,  etc. 

(4)  Cementing  Gravel  and  Chert. 
Class  C : 

(1)  Branch  Lines. 

(2)  Gravel,  Cinders,  Chats,  etc. 

(3)  Cementing  Gravel  and  Chert. 

(4)  Poor  Gravel,  Sand,  Clay,  etc. 

It  will  be  understood  that  all  the  track  sections  are 
not  included  in  the  following  tables.  Only  the  sec- 
tions which  indicate  best  the  practice  of  the  railroad 
were  given.  The  division  and  subdivision  was  made 
to  agree  with  the  above  form  where  it  was  possible, 
"but  in  some  cases  it  was  effected  at  the  discretion  of 
the  writer. . 

30 


TABLE  I— CLASS  A. 

co 


§« 

t 
ot!< 

ll   1 

si-0      «i<- 
•^tM      pq  ° 

\ 
2 
) 

5 

o,S       i«1 

me-           Wg  i 

•o  o       £C; 

03  S       g"c' 

hj 
/. 

O"f 

•£.3 

£12 

d  O        -  c 

-.5 

Q° 

S-2 

«o  tr 

bC.2         "M-^ 

^ 

5 

fi:  S 

g  ^_l                 »H    O 

<u           H  S' 

S 

a 

^•g           --fa 

A   T   &  S   F  

2-3 

18,,  20 

4 

12 

8-6 

B    &  O  

2 

20 

3  3/24 

12 

8i/-7 

1  V>> 

C.  R.  R.  of  N.  J... 

.      2 

is  y2 

2  1/2 

8 

O  y2,     i 

854-7 

J  •  > 

13 

C    &  A 

2 

18 

2  5/6 

12 

8-6 

13 

C.   &  N-W  

2 

20 

*•*    *-V  v 

3 

12 

8-6 

13 

C.   B.  &  Q.. 

2 

17 

2  1/4 

8 

8-6 

C  R.  I    &  P  

2 

20 

2  11/12 

10 

8-6 

Ki 

C.,  St.  P.,  M.  &  0 

.      2 

19 

3 

12 

8-6 

C     H    &  D  

3 

17  17/24 

4  17/48 

12 

8-6 

D    &  H 

20 

4  1/4 

11 

8T/4-7 

l'\ 

D   &  R    G    .   . 

2 

20 

3    1/2 

8 

O  /2      ' 

8-7 

ir> 

Erie                      .  .  .  . 

2 

19 

2  19/24 

11 

8^-7 

13 

G    R    &  I 

2 

18   1/6 

2  5/6 

10 

8T%-6 

G    N 

3 

16 

2  1/2 

10 

**  /<6     v 

8-7 

15 

Harriman  Lines    .  . 

.      3 

17 

M     */  *"' 

3 

8 

8-7 

13 

Illinois   Central    .  .  . 

.1-2 

20 

4  1/4 

12 

8-6 

14 

K.  C,  M.  &  O 

15 

2  1/2 

8 

8-6 

15 

Lehigh  Valley 

.      2 

19 

2  1/4 

7 

8^-7 

13 

N.  Y.  C.  &  H.  R.  . 

.      3 

18 

3  17/48 

12 

8-6,7 

13 

Pere   Marquette    .  . 

.      1 

18 

4 

12 

8-6 

14 

Phila.  &  Reading.. 

.      2 

18  1/2 

2  1/2 

8 

8^-7 

13 

P.  L.  W.  of  P  

.      2 

19 

3  5/48 

13 

sy2-7 

13 

St.    L.    S-W  

2 

18 

3 

12 

8-6 

Wabash    . 

18 

4 

12 

8-6 

13 

31 


TABLE   II— CLASS   B. 


Railroad  — 
A.  T.   &  S.   F  

:« 

0  W 

11 

5 

.  .    2-3 

£ 

X5 
•O 

0> 

o£ 
jo 

E 

18  20 

Distance  from 
?  tie  to  foot  of  ballas 
J  (feet) 

^  Depth  of  Ballast 
(inches) 

r«  93 
•*-'  £ 
0V 

•C.C 

^z 

C  0) 

ego 

pC  N—  ' 

tc  o> 

r 

^o 

8C 

Distance  between 
track  center  (feet) 

B.    &   O  

2 

18 

2  11/12 

q 

ox/7 

C.   R.  R.  of  N.  J. 
C,    R.   1.   &   P.... 

..      3 
2 

18   1/2 
18 

4 

2  7/12 

8 
3 

8^-7 
8-fi 

13 
1  3 

C,   H.    &   D  

.  .      4 

17   17/24 

4  17/48 

12 

8-6 

D   &  R   G       .  .     . 

3 

20 

4    1/6 

12 

8-7 

1  "» 

Erie     

.  .      3 

19 

3  7/24 

11 

8  1/;  7 

13 

G    R.    &   I  

.  .      3 

18  1/6 

3   1/3 

8 

«  i/  -6 

Harriruan   Lines    . 
Illinois    Central     , 
Lehigh  Valley     .; 

..      2 
...1-3 
2 

16 

18 
19 

2   1/2 
3   1/2 
2  1/4 

8 
10 

8-7 
8-6 
ci/  7 

13 
13 

Pere    Marquette.. 

.  .  .      1 

16 

3  1/6 

9 

8-6 

Phila.  &  Reading 
P   L  W   of  P 

..  .      3 
3 

18   1/2 
17 

4 
3  1/4 

8 
8 

8/2-7 
a  i/  -7 

13 
13 

St    L    S-W 

4 

18 

2 

12 

8  6 

Wabash    . 

16 

3 

8 

8-6 

13 

TABLE  III— CLASS  C. 


A     T    &  S    F  

.  .      3 

18,20 

3 

5/6 

8 

8-6 

B    &  O 

2 

16 

2 

5/48 

6   * 

8V2-7 

C     R   I    &  P  

.  .      2 

16 

2 

1/4 

6 

8-6 

D   &  R   G 

3 

20 

3 

5/6 

10 

8-7 

Illinois   Central 

.  .1-2 

16 

2 

3/4 

8 

8-6 

Pere    Marquette... 
St.  L.  S-W.. 

.  .      1 
4 

14 

18 

2 
2 

1/3 

6 
12 

8-6 
8-6 

1:; 


32 


AMERICAN      RAILWAY     ENGINEERING     AND    MAINTE- 
NANCE OF  WAY  ASSOCIATION  BALLAST 
SECTIONS. 

The  following  ballast  sections  illustrate  good  practice 
as  suggested  by  the  American  Railway  Engineering  and 
Maintenance  of  Way  Association: 

"The  sections  for  Class  A  track  are  intended  to  show 
minimum  depth  under  ties  and  are  recommended  for 
use  only  on  the  firmest,  most  substantial  and  well-drained 
sub-grades. 

''The  sodding  of  the  roadbed  shoulder  next  to  ditch 
and  of  the  slopes  of  the  ditch  are  recommended." 


Crushed    Rock    and    Slag — Class    A. 


Crushed    Rock   and   Slag — Class   A. 

x      Shptjfto  th,  foot. 


Provide  drains  where  needed.  Select  coarse  stone  for  end  of  i 

Gravel,    Cinders,    Chats,    etc.— Class   A. 


Gravel,    Cinders,    Chats,    etc. — Class   A. 
33 


Crushed    Rock  and   Slag,   Class   B. 

Note.  The  slag  which  should  be  dressed  to  section  shown  for 
crushed  rock  and  slag,  is  broken  slag,  similar  in  its  character  to 
crushed  rock,  granulated  slag  should  be  dressed  to  section  shown 
for  gravel,  cinders,  chats,  etc. 


Gravel,  Cinders,  Chats,  etc. — Class  B. 


,Slopty2toth»foot. 


Cementing  Gravel  and   Cheat — Class   B. 


Gravel,    Cinders,    Chats,   etc. — Class   C. 


Cementing  Gravel   and   Cheat — Class  C. 
34 


CHAPTER  H. 

Ties 

IN  this  edition  we  do  not  attempt  to  illustrate  ties,  such 
as  metal  and  concrete,  for  the  reason  that  they  are 
still  in  the  experimental  stage  in  so  far  as  the  adoption 
of  standards.  The  information  on  standard  specifica- 
tions is  given  by  the  American  Railway  Engineering 
and  Maintenance  of  Way  Association  as  follows : 

RECOMMENDED    STANDARD    SPECIFICATIONS.* 

1.     The  following  woods  may  be  used  for  tie  timber 
without  any  preservative  treatment : 
White  Oak  family. 
Long-leaf  strict  heart  yellow  pine. 
Cypress,  excepting  the  white  cypress. 
Redwood. 
White  Cedar. 
Chestnut. 
Catalpa, 

Locust,  except  the  honey  locust. 
Walnut. 
Black  Cherry. 


*From  the  proceedings  of  the  American  Railway  Engineer- 
ing and  Maintenance  Association. 

35 


2.  The  following  woods  shall  preferably  not  be  used 
for  tie  timber  without  a  preservative  treatment  approved 
by  the  purchaser: 

Red  Oak  family. 
Beech. 
Elm. 
Maple. 
Gum. 

Loblolly,   short-leaf,   lodgepole,  Western  yellow   pine, 
Norway,  North  Carolina  pine  and  other  sap  pines. 
Red  fir. 
Spruce. 
Hemlock. 
Tamarack. 

3.  All  ties  shall  be  well  and  smoothly  hewed  or  sawed 
out  of  straight,  growing  timber  of  specified  dimensions 
and  out  of  wind,  sawed  ends,  with  straight  and  parallel 
faces,  the  minimum  width  of  either  face  to  be  not  less 
than  that  given  in  the  table  of  dimensions.    All  ties  shall 
have  bark  entirely  removed  before  being  delivered  on  the 
company's  ground.    Ties  shall  be  free  from  splits,  shakes, 
loose  or  decayed  knots,  or  any  other  imperfections  which 
may  impair  their  strength  or  durability. 

4.  Except  in  pole  ties  with  rounded  sides,  or  in  half- 
round  ties,  none  shall  be  less  than  eight  (8)  in.  width  of 
face,  and  in  no  tie  shall  the  thickness  be  less  than  six  (6) 
in.     A  variation  in  size  will  be  permitted  of  one-half 
(Y2)    in.  over  in  thickness,  two   (2)   in.  over  in  width 
and  one  (1)  in.  over  in  length. 

36 


5.  In  pole  ties  with  rounded  sides  and  half-round 
ties,  the  width  of  face  may  be  less  than  that  given  in  the 
table  of  dimensions,  but  the  least  area  of  cross-section 
shall  be  not  less  than  the  area  corresponding  to  the  tabu- 
lar dimensions,  and  in  no  case  shall  the  width  of  face  be 
less  than  six  (6)  in. 


TABLE    OF    DIMENSIONS. 


Thickness  by 

Width  of  Face. 

Class. 

Inches. 

Feet. 

A 

7  x  10 

8 

B 

7x9 

8 

C 

7x8 

8 

D 

6x9 

8 

E 

6x8 

8 

Length. 

Feet.  Feet. 

sy2  9 

Sy2  9 

8y2  9 

8l/2  9 

82  9 


CHAPTER  III. 

Rail 

THE  question  of  rail  standards  is  now  under  con- 
sideration by  a  committee  of  the  American  Railway 
Engineering  and  Maintenance  of  Way  Association,  which 
reported  in  March,  1910,  on  rail  sections  as  follows : 

"Owing  to  the  conditions  existing  in  1908  very  little 
rail  was  laid,  and  practically  none  of  the  A.  R.  A.  sections 
in  such  manner  as  to  give  the  needed  information.  This 
year  several  roads  have  laid  A.  R.  A.  sections  of  rail. 
These  rails  have  been  in  the  track  so  short  a  time  that 
we  are  not  justified  in  drawing  any  conclusions  as  to 
which  of  the  A.  R.  A.  types  is  the  better,  or  if  either  is 
better  than  the  A.  S.  C.  E.  sections. 

"The  statistics  for  rail  failures  given  in  Bulletin  No. 
116  show  that  the  difference  in  section  can  be  entirely 
annihilated  by  difference  in  chemical  composition  and  by 
the  treatment  in  furnace  and  mill. 

"The  results  so  far  obtained  from  the  heavy  base  A.  R. 
A.  sections  are  disappointing,  as  we  have  received  from 
the  mills  some  rail  of  the  new  section  which  was  as  bad 
as  we  received  with  the  old  A.  S.  C.  E.  section. 

38 


"The  tests  to  be  inaugurated  by  the  committee,  com- 
bined with  the  results  of  the  tests  at  Watertown  and 
the  performance  of  the  rail  in  the  track,  will  give  us 
valuable  data  to  aid  us  in  coming  to  a  final  conclusion. 

"The  small  demand,  as  indicated  by  mill  sales  data, 
and  the  slight  possible  variation  in  section  of  rail  below 
75  Ibs.  weight  per  yard  makes  inadvisable  the  considera- 
tion of  new  sections  for  this  light-weight  rail. 

"No  recommendation  as  to  sections  of  75  Ibs.  and  over 
is  made  at  this  time  because  of  the  lack  of  undisputed 
data  upon  which  to  base  such  design,  the  service  value 
of  the  rail  unquestionably  being  dependent  upon  chem- 
ical composition,  furnace  practice  and  mill  practice,  as 
well  as  upon  the  detail  differences  of  dimensions,  and  the 
exact  effect  of  each  of  these  various  factors  is  largely  in 
doubt." 

A.    R.    A.    RAIL   SECTIONS. 

The  following  information  was  published  in  the  Janu- 
ary, 1908,  issue  of  Railway  Engineering  and  Maintenance 
of  Way : 

The  rail  sections,  here  illustrated,  were  recommended 
by  the  committee  of  the  American  Railway  Association 
on  "Standard  Rail  and  Wheel  Sections."  The  illustra- 
tions cover  the  two  types  of  80,  90  and  100-pound  rails. 

The  principles  involved  in  the  design  were  agreed  upon 
by  the  sub-committee.  These  principles  are  outlined  as 
follows :  First,  the  distribution  of  metal  between  head 
and  base  should  be  such  as  to  insure  the  best  control  of 
temperature  in  the  manufacture  of  the  rail;  second,  the 
percentage  of  metal  in  the  base  should  preferably  be  equal 
to  or  slightly  exceed  that  in  the  head  and  the  thickness  at 

39 


40 


extremities  of  flanges  should  be  such  as  to  permit  the 
entire  section  to  be  rolled  at  low  temperature,  reducing 
internal  stresses  and  extent  of  cold  straightening  to  a 
minimum  and  also  making  the  texture  of  the  section  more 
homogeneous;  third,  the  proportioning  of  the  sections 
should  be  such  that  they  possess  an  amount  of  stiffness 
and  strength  that  will  secure  the  best  conditions  of  man- 
ufacture and  service,  and  fourth,  certain  limitations  as  to 
dimensions  of  details  are  advisable. 

The  limitations  of  the  dimensions  of  details  are  as  fol- 
lows : 

1.  The  width  of  base  to  be   y2    inch   less  than   the 
height. 

2.  The  fishing  angles  to  be  not  less  than  13  degrees 
and  not  greater  than  15  degrees. 

3.  The  thickness  of  the  base  to  be  greater  than  with 
existing  sections  of  corresponding  weight. 

4.  The  thickness  of  the  web  to  be  no  less  than  in  ex- 
isting A.  S.  C.  E.  sections  of  corresponding  weight. 

5.  A  fixed  percentage  of  distribution  of  metal  in  head, 
web  and  base  for  the  entire  series  of  sections  need  not  be 
adhered  to,  but  each  section  in  a  series  can  be  considered 
by  itself. 

6.  The  radii  of  the  under  corner  of  the  head  and  top 
and  bottom  corners  of  the  base  to  be  as  small  as  practi- 
cable with  the  colder  conditions  of  rolling. 

7.  The  radii  of  the  fillets  connecting  the  web  with 
head  and  base  to  be  as  great  as  possible  for  reinforce- 
ment purposes,   consistent  with   securing  the  necessary 
area  for  bearing  surface  under  the  head  for  the  top  of 
splice  bar. 

41 


Is! 
55*1  j-ms 

tiiilUl 


#-- f-  -H*--    -H 


42 


1 


1 


8.  The  sides  of  the  head  should  be  vertical  or  near- 
ly so. 

9.  The  radii  of  the  top  corners  of  the  head  should 
not  be  less  than  %  inch. 

The  data  for  Series  A  rail  sections  is  given  with  the 
illustrations  and  that  for  Series  B  rail  sections  is  as  fol- 
lows : 

Calculated  weight,  pounds 80.7  90.5     100.5 

Area  of  head,  square  inches 3.07  3.5G       3.95 

Per  cent , of  total 38.8  40.1       40.2 

Area  of  web,  square  inches 1.54  1.70         1.89 

Per  cent  of  total   19.5  19.2       19.2 

Area  of  base,  square  inches 3.30  3.61     4.01 

Per  cent  of  total 41.7  40.7     40.6 

Total   area,   square   inches 7.91  8.87     9.85 

Moment  of  inertia   25.1  32.3     41.3 

Section  modulus,  head, 9.38  11.45  13.70 

Section  modulus,  base 11.08  13.21  15.74 

Ratio  periphery  to  area,  head 1.79  1.68     1.64 

Ratio  periphery  to  area,  web 3.57  3.65     3.60 

Ratio  periphery  to  area,  base 2.72  2.58     2.49 

Ratio  periphery  to  area,  total 2.53  2.42     2.37 

Each  series  included  designs  for  60  and  70-pound  rails. 
The  sections  provide  for  a  larger  proportion  of  metal  in 
the  base  than  in  the  head.  The  Series  A  sections  have 
greater  moments  of  inertia  than  those  of  Series  B  and 
are  also  stiffen  In  the  design  of  the  former  the  girder 
function  of  the  rail  and  its  ability  to  distribute  the  load 
over  a  number  of  supports  was  emphasized. 

44 


CHAPTER  IV. 

Standard  Rail  Joints 


The  design  of  a  rail  joint,  which  is  to  fulfill  the  re- 
quirements of  service,  is  by  no  means  an  easy  problem. 
To  produce  at  the  joint  the  effect  of  a  continuous  rail 
and  to  have  the  joint  both  durable  and  economical  in  first 
cost  as  well  as  cost  of  installation,  are  a  few  conditions 
upon  which  the  design  must  depend.  There  are  in  use 
today  a  large  number  of  different  designs,  varying  in 
length,  cross-section  and  spacing  of  bolts  and  these  are 
described  briefly  in  the  following  paragraphs. 

The  angle  bar  is  the  most  common  design  of  joint. 
I'i  the  accompanying  illustrations  several  cross-sections 


T 


Section   of  C.    R.    R.   of   N.   J.    Rail   Joint. 
45 


•of  angle  bars  in  use  on  American  railroads  are  shown. 
The  angle  bars  illustrated  are  not  designed  for  the  same 
weight  of  rail,  but  the  drawings  indicate  the  variation  in 
section.  It  will  be  noted  that  there  is  in  all  cases  a  max- 
imum bearing  surface  between  bar  and  rail,  allowance 
.being  made,  of  course,  for  wear  of  the  joints.  The 
amount  of  metal  at  the  top  is  greater  than  that  at  the 
middle  and  in  some  cases  there  is  a  marked  difference. 
The  purpose  is  to  strengthen  the  joint  where  the  stresses 
.are  excessive.  The  section  is  decreased  near  the  middle, 
.affording  a  saving  in  metal. 

The  angle  bar  is  also  used  in  combination  with  a  base 
plate,  extending  the  length  of  bar.  This  combination 
.affords  a  joint  of  greater  strength  because  the  base  plate 
gives  a  larger  and  better  bearing  surface  to  the  rail. 

Instead  of  the  angle  bar  and  base  plate,  the  continu- 
ous joints  may  be  used.  In  a  simple  form  it  consists  of 
two  pieces,  combining  the  base  plate  with  the  angle  bar 


Sections   of   C.    B.    &   Q.    and    C.    R.    R.   of    N.   J.    Rail   Joints. 

46 


and  leaving  a  clearance  of  about  ^2  inch  between  the  two 
halves  of  the  base  plate.  In  another  form,  base  plate  is 
made  separate  and  bears  at  the  sides  upon  short  projec- 
tions of  the  splice  bar.  The  latter  form  is  a  patented 
joint,  termed  the  Wolhaupter. 

Another  form  of  joint  in  use  is  the  reinforced  joint 
which  consists  of  angle  bars  having  deeper  sections  about 
5  ins.  on  each  side  of  the  center  line  of  joint.  The  pro- 
jection extends  down  below  the  rail  between  the  ties.  It 
serves  to  give  additional  strength  and  solidity  at  the 
center  of  joint.  Two  designs  of  this  form  are  the 
Duquesne  and  100  per  cent  splice  bars,  both  of  which  are 
used  on  the  Pennsylvania  Lines.  The  Bonzano  joint  is 
similar  to  the  above.  In  the  latter  the  section  of  metal 
is  the  same  throughout,  but  the  central  section  of  he 
flange  is  bent  vertically  downward  between  the  ties. 

The  general  requirements  of  the  standard  rail  joint, 


Sections  of   B.   &   O.   and   C.   St.    P.    M.   &   O.    Rail   Joints. 


which  were  adopted  by  the  American  Railway  Engineer- 
ing and  Maintenance  of  Way  Association,  are  as  follows : 

(1)  It  should  connect  the  rails  into  uniform  contin- 
uous girder. 

(2)  It  should  be  strong  enough  to  resist  deformation 
or  taking  permanent  set. 

(3)  It  should  prevent  deflection  or  vertical  movement 
of  the  ends  of  the  rails  and  permit  movements  lengthwise 
for  expansion. 

(4)  It  should  be  as  simple  and  of  as  few  parts  as 
possible  to  be  effective. 

(5)  Finally,  its  cost  must  not  be  prohibitive. 

In  the  accompanying  tables  for  4  and  6-hole  rail  joints, 
the  length  of  joint,  spacing  of  spike  holes,  spacing  of 
bolt  holes  and  distance  between  rail  ends  are  given. 

Short  rail  joints  are  usually  24  or  26  ins.  long  and 
have  4  bolt  holes.  As  is  shown  by  the  table,  there  is  not 
much  similarity  in  the  spacing  of  bolt  holes. 

The  long  rail  joints  are  from  28  to  40  ins.  in  length 
and  have  6  bolt  holes.  The  spacing  of  bolt  holes  for 
these  joints  also  "varies  greatly.  The  recommendation 
for  standard  drilling  of  rails,  adopted  by  the  American 
Railway  Engineering  and  Maintenance  of  Way  Associa- 
tion, calls  for  a  distance  of  5  ins.  between  holes,  but  it  is 
shown  that  in  only  one  case  does  the  spacing  conform 
to  this  recommendation. 

BALTIMORE  &  OHIO  RAILROAD.— The  6-hole  angle  bars 
for  85  and  100-lb.  rails  are  28  ins.  long.  The  diameter 
of  holes  is  iy&  ins.  and  the  oblong  holes  are  ll/2  ins. 
wide.  Round  and  oblong  holes  alternate.  Diameter  of 
bolts  is  1  in.  The  clearance  between  60-ft.  rails  is  5-16 

-IS 


in.  and  clearance  between  33-ft.  rails  is  3-16  in.  The 
slots  in  angle  bars  are  made  ^  in.  wide  and  just  deep 
enough  to  bring  the  spike  against  the  base  of  rail.  The 
4-hole  angle  bars  for  85  and  100-lb.  rails  are  26  ins. 
long.  The  oblong  bolt  holes  are  made  1  5-16  ins.  wide. 

CENTRAL  RAILROAD  OF  NEW  JERSEY.  The  6-hole  angle 
bar  for  85-lb.  rail  is  30  ins.  long.  The  diameter  of  round 
holes  is  1  in.,  oblong  holes  being  1  5-16  ins.  wide.  Round 
and  oblong  holes  alternate.  Bolts  are  %  in.  in  diameter. 
Spike  holes  are  %  in.  wide. 

The  6  hole  angle  bar  for  90-lb.  rail  is  28  ins.  long. 
Round  holes  are  1  1-16  ins.  in  diameter  and  oblong  holes 
1  5-16  ins.  wide.  Bolts  are  %  in.  in  diameter. 

CINCINNATI  NORTHERN  RAILROAD. — The  4-hole  angle 
bar  for  70-ib.  rail  is  24  ins.  long.  The  round  holes  are 
of  1  in.  diameter  and  width  of  oblong  holes  is  lT/4  ins. 
Bolts  are  of  %  in.  diameter.  Spike  holes  are  11-16  in. 
wide  and  ^  in.  deep.  Oblong  and  round  bolt  holes  alter- 
nate. 

CHICAGO  &  ALTON  RAILWAY. — The  6-hole  angle  bar 
for  80-lb.  rail  is  29  ins.  long.  The  diameter  of  round 
bolt  holes  for  inside  angle  bars  is  1  in.  and  for  outside 
angle  bars  the  width  of  oblong  hole  is  1%  ins.  Bolts 
of  %  in.  diameter  are  used.  The  spike  holes  are  13-16 
in.  wide  and  24  in.  deep.  Weight  per  pair  of  angle  bars 
is  55.7  Ibs.  A  standard  29-in.  Weber  joint  is  also  used. 

CHICAGO  &  NORTHWESTERN  RAILWAY. — The  4-hole 
joint  for  90-lb.  rail  is  26  ins.  long.  Oblong  bolt  holes 
are  used,  being  15-16x1  5-16  ins.  The  bolts  are  13-16  in. 
in  diameter.  Spike  holes  are  1  in.  wide  and  $4  in.  deep. 

CHICAGO  &  WESTERN  INDIANA  RAILROAD. — The  6-hole 

49 


Section    of   C.    &    N.    W.    Rail   Joint. 

angle  bars  for  80-lb.  rail  are  36  ins.  long.  The  bolt 
holes  are  15-16x1%  ins.  Spike  holes  are  24  m-  wide. 
Bolts  of  %  in.  diameter  are  used. 

CHICAGO,  ROCK  ISLAND  &  PACIFIC  RAILWAY. — The  4- 
hole  angle  bar  for  85-lb.  rail  is  26  ins.  long.  Round  bolt 
holes  are  !*/£  ins.  diameter  and  elliptical  holes  are  1 1-16 
high,  \y%  ins.  wide.  Round  and  elliptical  holes  alternate. 
Spike  holes  are  £4  m-  wide  and  13-16  in.  deep.  A  base 
plate  is  shown  on  the  drawing. 

This  base  plate  is  also  used  where  it  is  necessary  to 
reinforce  joints  on  lighter  rail  sections  and  the  punch- 
ing conforms  with  that  of  the  angle  bar  used. 

CHICAGO,  ST.  PAUL,  MINNEAPOLIS  &  OMAHA  RAIL- 
WAY.— The  4-hole  angle  bars  for  80  and  90-lb.  rail  are 
M  ins.  long.  Round  bolt  holes  are  of  1  in.  diameter  and 
oblong  holes  are  1  5-16  ins.  wide.  Round  and  oblong  holes 
alternate.  Bolts  are  of  7-6  in.  diameter.  Spike  holes  are 

SO 


24  in.  wide  and  13-1G  in.  deep.     Base  plates  are  shown 
on  the  standard  drawings. 

DELAWARE  &  HUDSON  COMPANY. — The  6-hole  angle 
bar  for  90-lb.  rail  is  30  ins.  long.  Round  bolt  holes  are 
of  %  in.  diameter  and  oblong  holes  are  J^xl^  ins.  One 
angle  plate  of  a  pair  has  round  holes  and  the  other  oblong 
holes.  Spike  holes  are  24  in.  wide  and  24  in-  deep. 

DENVER  &  Rio  GRANDE  RAILROAD. — The  4-hole  angle 
bar  for  85-lb.  rail  is  26  ins.  long.  Round  bolt  holes  are 
of  1-in.  diameter  and  oblong  holes  1^4  ins.  wide.  Round 
and  oblong  holes  alternate.  Spike  holes  are  y%  in.  wide 
and  25-32  in.  deep.  The  weight  of  a  pair  of  bars  is 
51.4  Ibs. 

CHICAGO,  BURLINGTON  &  OUINCY  RAILROAD. — The  6- 
hole  angle  bar  for  100-lb.  rail  is  36  ins.  long.  Round 
bolt  holes  are  1 1-16  ins.  in  diameter  and  oblong  holes 
are  1  5-16  ins.  wide.  Round  and  oblong  holes  alternate. 
Spike  holes  are  24  ins-  wide.  Bolts  of  1  in.  diameter 
are  used. 

The  6-hole  angle  bar  for  85-lb.  rail  is  35^  ins.  long. 
Round  bolt  holes  are  15-16  ins.  in  diameter  and  oblong 
holes  are  1  3-16  ins.  wide.  Round  and  oblong  holes 
alternate.  Spike  holes  are  24  in.  wide.  Bolts  of  %  in. 
diameter  are  used. 

The  4-hole,  24-in.  continuous  joint  for  90-lb.  rail  has 
1  5-16  in.  bolt  holes  and  for  85-lb.  rail  it  has  1  1-16  in. 
bolt  holes. 

GRAND  RAPIDS  &  INDIANA  RAILWAY.  —  The  4-hole 
angle  bar  for  85-lb.  rail  is  26  ins.  long.  Round  bolt  holes 
are  1^  ins.  diameter  and  oblong  holes  are  1J-6  ins.  wide. 
Inside  angle  bar  has  oblong  holes  and  outside  has  round 

51 


holes.  Bolts  are  of  1-in.  diameter.  Spike  holes  are  11-16 
in.  wide  and  %  in.  deep. 

GREAT  NORTHERN  RAILWAY. — The  4-hole  angle  bar 
for  85-lb.  rail  is  24  ins.  long.  Round  bolt  holes  are  of 
1-in.  diameter  and  oblong  holes  1  5-16  ins.  wide.  Round 
and  oblong  holes  alternate.  Spike  holes  are  11-16  in. 
wide  and  9-16  in.  deep.  A  Wohlhaupter  rail  joint  is 
also  used. 

HARRIMAN  LINES. — The  4-hole  improved  angle  bar 
for  90-lb.  rail  is  27  ins.  long.  Bolt  holes  are  1x1  J4  ins. 
Spike  holes  are  13-16  in.  wide.  Weight  per  pair  is  67.32 
Ibs.  The  27-in.  Continuous  joints  weigh  43.0  Ibs.  each. 

ILLINOIS  CENTRAL  RAILROAD. — The  6-hole  angle  bar 
for  85-lb.  rail  is  40  ins.  long.  Round  bolt  holes  are 
1  5-32  ins.  in  diameter.  Spike  holes  are  11-16  in.  wide 
and  y2  in.  deep.  The  weight  per  pair  is  80  Ibs. 

INTERCOLONIAL  RAILWAY. — The  4-hole  angle  bar  for 
80-lb.  rail  is  24  ins.  long.  Oblong  bolt  holes  are  15-16 
xl*4  ins.  Spike  holes  are  ?4  ins.  wide  and  27-32  in. 
deep. 

KANSAS  CITY,  MEXICO  &  ORIENT  RAILWAY.  —  The  4- 
hole  angle  bar  for  70-lb.  rail  is  26  ins.  long.  Oblong 
bolt  holes  are  J^xl*^  ins.  Bolts  are  of  24  in-  diameter. 
Spike  holes  are  %  in.  wide  and  y%  in.  deep.  Weight  of 
angle  bars  per  pair  is  43.3  Ibs. 

LEHIGH  VALLEY  RAILROAD. — The  6-hole  angle  bar  for 
90-lb  rail  is  28  ins.  long.  Oblong  bolt  holes  are  15-16x 
1  3-16  ins.  Spike  holes  are  ^  in.  wide  and  ^  in.  deep. 
The  weight  per  pair  of  angle  bars  is  59^2  Ibs. 

MICHIGAN  CENTRAL  RAILROAD. — The  4-hole  angle  bar 
for  80-lb.  rail  is  25  ins.  long.  Round  bolt  holes  are  of 
1-in.  diameter  and  oblong  holes  are  1J4  .ins-  wide.  Round 

52 


and  oblong  holes  alternate.  Spike  holes  are  5/£  in.  wide 
and  3/4  in.  deep. 

The  6-hole  angle  bar  for  100-lb.  rail  is  38  ins.  long. 
Round  bolt  holes  are  of  1^-in.  diameter  and  oblong  holes 
are  13/8  ins.  wide.  Round  and  oblong  holes  alternate. 
Spike  holes  are  ^s  ins.  wide  and  13-16  in.  deep. 

MISSOURI  PACIFIC  RAILWAY.  —  The  4-hole  angle  bar 
for  85-lb.  rail  is  26  ins.  long.  Round  bolt  holes  are  of 
1  1-16-ins.  diameter  and  oblong  holes  are  1  7-16  ins.  wide. 
Round  and  oblong  holes  alternate.  Bolts  are  of  1-in. 
diameter.  Spike  holes  are  11-16  in.  wide  and  25-32  in. 
deep. 

NEW  YORK  CENTRAL  £  HUDSON  RIVER  RAILROAD.— 
The  6-hole  angle  bar  for  80-lb.  rail  is  36  ins.  long.  Round 
bolt  holes  are  1-in.  diameter  and  square  holes  measure 
15-16  in.  Round  and  square  holes  alternate.  Spike  holes 
are  11-16  in.  wide  and  9-16  in.  deep.  Weight  of  angle 
bars  per  pair  is  64.5  Ibs. 

The  6-hole  angle  bar  for  100-lb.  rail  is  36  ins.  long. 
Round  bolt  holes  are  1-in.  diameter  and  square  holes 
measure  1  1-16  ins.  Weight  of  angle  bars  per  pair  is 
80  Ibs. 

NEW  YORK,  NEW  HAVEN  &  HARTFORD  RAILROAD, — • 
The  4-hole  angle  bar  for  100-lb.  rail  is  24  ins.  long. 
Round  bolt  holes  are  1-in.  diameter  and  oblong  holes  are 
1  3-32  ins.  wide.  Round  and  oblong  holes  alternate.  The 
four  spike  slots  are  3^  in.  wide  and  15-16  in.  deep. 

PENNSYLVANIA  LINES  WEST  OF  PITTSBURGH.  —  The 
6-hole  angle  bar  for  100-lb.  rail  are  33  ins.  long.  Round 
bolt  holes  are  1  1-16  ins.  in  diameter  and  oblong  bolt 
holes  are  1  l-16x!3/£  ins.  Spike  holes  are  11-16  in.  wide 

53 


!5~  0       jf 


Diagram     No.    1. 

and  24  in-  cieep.  Among  the  standard  rail  joints  are  the 
Duquesne  splice  bar,  100  per  cent  splice  bar  and  Bon- 
zano  splice  bar.  This  refers  to  angle  bars  for  A.  S.  C. 
E.  section  rail. 

The  6-hole  angle  bars  for  P.  S.  section  rail  are  30  ins. 
long.  Spike  holes  are  1%  in.  deep,  but  otherwise  same 
as  for  A.  S.  C.  E.  section  rail. 

PERE  MARQUETTE  RAILROAD. — The  4-hole  angle  bar 
for  85-lb.  rail  is  23  ins.  long.  Round  bolt  holes  are  V/s 
ins.  in  diameter  and  oblong  holes  are  1%  ins.  wide. 
Round  and  oblong  holes  alternate.  Spike  holes  are  % 
in.  wide  and  25-32  in.  deep. 

PHILADELPHIA  &  READING  RAILWAY. — The  6-hole 
angle  bar  for  90-lb.  rail  is  28  ins.  long.  Round  bolt 
holes  are  31-32  in.  in  diameter  and  oblong  holes  are 
31-32x1 5-16  ins.  Round  and  oblong  holes  alternate. 
Spike  holes  are  ^4  m-  wide  and  1  in.  deep. 

WABASH  RAILROAD. — The  4-hole  angle  bar  for  80-lb. 
rail  is  24  ins.  long.  Round  bolt  holes  are  1  in.  in  diam- 
eter and  oblong  holes  are  1*4  ins.  wide.  Round  and 
oblong  holes  alternate.  Spike  holes  are  11-16  in.  wide. 

f-d  -^ —  e ^ —  f 


O 


a 


Diagram    No.    2. 
54 


Specifications  for  Standard  Rail  Joints 

TABLE  NO.  1— FOUR-HOLE  ANGLE  BARS. 


Railroad  — 
B.    &    O  
C.    R.    R.    of    N.    J.    .. 
Gin.    North    
C.   &   N.   W  
C.,    R.    I.    &    P  
C.,   St.   P.,   M.   &  O  
D.    &   R.    G  
G.   R.   &  I  
G.    N  
Harriman    Lines    
I.    C.    Ry  
K.  C.  M.  &  O  
M.    C.    R.   R  
Mo.    Pac  
N.   Y.  N.  H.   &  H  

a 

..   26 
..   24 
24 
26 
26 
..   24 
26 
..   26 
24 
,   27 
24 
26 
.  ,    25 
26 
.  .   24 

b             c 
4             2 

5             1ft 
5%         3i/2 

21/2          6 
5ft         2ft 

5%         2ft 
3i£         2 
6%         3% 
4tt         1ft 
5%         178 
4ft         1ft 
4             2 
4%          1% 

d 
5 
3 

4 
311 
3 
41-32 

3 

51/4 

5i/2 

21/2 

e 
5 
6 
5 
6 
6 
6 
6 
6 
5 
5% 
6 

6 

7 

f 
6 
6 

6 

6 
511 
6ft 
5 
5% 
6 
4% 
6 
5 
5 

k 

ft 

ft 

Pere  Marquette    

..   23 

5>A 

r          HI 

3 

6 

6 

P.  &  R  

,  .    ?4 

5 

1ft 

3 

5      * 

8 

y» 

Wabash     

..   24 

8* 

;         2% 

4 

5 

5 

.. 

NOTE—  See  Diagram 

No. 

1  for 

Interpretation  of 

Letters. 

TABLE  No 

.   2—  SIX-HOLE   ANGLE 

BARS. 

RAILROADS. 

a 

b 

c 

d 

e 

f 

g 

k 

B.  &  0  

.  .   28 

5y2 

3% 

21/2 

5% 

4 

4 

ft 

C.  R.  R.  of  N.  J.   (90  Ib. 

).  28 

6y2 

2 

3 

5 

4 

4 

% 

C.  &  A  

.    29 

5  fi- 

4ii 

3 

4i/£ 

4i/2 

5 

ft 

C.  &  W.  I  

.  .    36 

ll 

7 

3i/& 

6 

6 

5 

i/& 

C.   B.   &  Q.    (100  Ibs.).. 

.  .    36 

21/4 

21/4 

4i/2 

5 

5 

5 

ft 

D.    &   H  

,  .    30 

611 

5ft 

3  14 

4|f 

4  if 

4ft 

ft 

Har.  Lines   

29 

514 

4H 

3 

4^ 

4% 

5 

ft 

I.    C.    R.    R  

.  .    40 

41/4 

9 

4% 

4i/£ 

& 

L.    V.    R.    R  

28 

6 

2 

4 

4 

4 

4 

A 

M.    C.    R.    R  

,  ,    38 

47s 

2% 

3 

8 

6 

4    • 

N.  Y.  C.  &  H.  R  

36 

5  3% 

211 

4 

5  3-553-5  5  3-5 

1-10 

P.  L.  W.  of  P  

..    33 

7 

5 

3 

6 

5 

5 

ft 

P.    L.  W.   of  P.    (P.   S. 

type)    

30 

61/2 

31/2 

2 

6 

41/2 

5 

ft 

P.    &    R  

.  .    30 

QVs 

2 

4 

5 

4 

4 

14 

Note. — See   Diagram   No.    2   for   Interpretation   of  Letters. 

55 


CHAPTER  V. 

Rigid  and  Spring  Rail  Frogs 

Rigid  frogs  from  No.  8  to  and  including  No.  10  are 
generally  used.  A  No.  8  is  usually  12  ft.  long  and  a 
No.  9  or  10  is  15  ft.  long.  Frogs  below  No.  8  are  made 
8,  10  or  12  ft.  long.  Nos.  12,  14  and  16  are  about  20 
ft.  long;  No.  18  is  24  ft.  long.  The  Erie  Railroad  has 
a  No.  20  frog  which  is  27  ft.  6  ins.  long,  with  special 
steel  anvil-faced  points  and  wing  rails,  weighing  alto- 
gether about  2,500  Ibs.  This  frog  has  to  be  handled  by 
a  crane.  The  Pennsylvania  Railroad  has  a  No.  20  frog 
which  is  only  20  ft.  long,  the  hard  steel  heel  block  re- 
placing the  inside  angle  bars  of  the  joint  at  the  heel. 

The  best  rigid  frog  is  usually  of  the  bolted  type  with 
wrought  iron  fillers  between  wing  and  point  rails.  The 
wing  rails  are  attached  with  clips  to  a  single  plate  6  to 
12  ft.  in  length,  according  to  length  of  frog,  or  to  tie 
plates,  the  former  being  better  practice,  and  the  point 
rails  are  riveted  together.  It  is  not  necessary  to  rivet 
rails  to  tie  plates.  Where  a  single  plate  is  used,  fillers 
between  wing  and  point  rails  and  bolts  are  sometimes 
omitted,  all  rails  being  simply  riveted  to  plate  and  point 
rails  riveted  together.  This  latter  construction  is  not 
usually  used  with  modern  heavy  equipment. 

At  each  side  of  the  throat  of  the  frog  it  is  customary 
to  bolt  wing  rails  through  a  cast  iron  filler.  There  should 
be  no  bolt  through  the  bend  of  the  throat,  as  this  would 
weaken  it.  All  other  fillers  should  be  of  wrought  iron 

56 


or  rolled  steel.  Between  point  rails  an  inclined  heel 
riser  is  located  and  bolted  to  rails.  This  heel  block 
should  be  of  hard  cast  steel  and  not  an  inverted  rail  sec- 
tion. There  should  be  wooden  or  iron  foot  guards  in 
throat  and  heel  of  all  frogs. 

The  width  of  flangeway  is  either  1%  ins.  or  1%  ins. 
The  majority  of  roads  specify  a  1^4-in.  flangeway.  The 
width  of  throat  varies  between  1%  ins.  and  2%  ins., 
giving  an  average  of  about  2  ins. 

Standard  Rigid  Frogs 

CENTRAL  RAILROAD  OF  NEW  JERSEY. —  The  standard 
No.  8  rigid  frog  is  12  ft.  long  and  7  ft.  1^  ins.  from 
heel  to  actual  point.  The  distance  between  actual  and 
theoretical  points  is  4^2  ins. 

The  standard  No.  10  frog  is  15  ft.  long  and  8  ft.  6% 
ins.  from  heel  to  actual  point.  The  distance  between 
actual  and  theoretical  points  is  5^s  ins. 

The  point  rails  are  bolted  to  wing  rails  through  cast 
iron  filler  with  \l/i  in.  bolts  for  80-lb.  rails  and  above 
and  with  1-in.  bolts  for  rails  under  80  Ibs. 

The  point  and  wing  rails  are  riveted  to  a  24x16  in. 
plate  with  ^s-in.  rivets,  countersunk  in  bottom  of  plate. 
The  width  of  flangeways  is  IJ/s  ins.  and  width  at  throat 
is  %l/4  ins. 

The  standard  special  steel  rigid  frogs  of  sizes  No.  6 
to  15  inclusive  have  a  steel  center  casting  to  which  the 
wing  rails  are  bolted.  With  the  No.  8  frog,  the  casting 
is  7  ft.  7  ins.  in  length,  the  distance  from  point  to  heel 
end  of  casting  being  4  ft.  11^  ins. 

CHICAGO  &  ALTON  RAILWAY. — The  standard  No.  10 

57 


rigid  frog  has  a  total  length  of  15  ft.  and  is  8  ft.  from 
heel  to  ^2 -in.  point,  the  distance  between  actual  and  the- 
oretical points  being  5  ins.  The  width  of  flangeway  is 
]  7/&  ins.  The  wing  rail  is  11  ft.  4  ins.  long,  the  long 
point  rail  is  8  ft.  and  the  short  point  rail  is  6  ft.  4  ins. 

The  wing  and  point  rails  are  bolted  through  a  wrought 
iron  filler  with  1^-in.  bolts,  the  weight  of  rail  being  80 
Ibs.  The  wing  rails  are  riveted  to  plate,  ^4x16x22  ins. 
by  4  ft.  3  ins.,  with  %-in.  rivets.  The  point  rails  are 
riveted  with  %-in.  rivets.  An  inverted  old  steel  rail  is 
used  for  the  heel  riser. 

CINCINNATI,  HAMILTON  &  DAYTON  RAILWAY. — The 
standard  rigid  frogs  have  1^4 -in.  flangeways  and  1^-in. 
throats. 

The  point  and  wing  rails  are  bolted  through  rolled 
steel  or  rolled  iron  fillers  with  1%-m.  bolts  for  rails  of 
S5  Ibs.  or  greater  and  with  1-in.  bolts  for  rails  of  less 
than  85  Ibs. 

The  center  of  first  bolt  through  point  rail  is  2  15-16 
ins.  back  of  actual  point,  the  spacing  of  bolts  being  5^2 
ins.  Wing  rails  are  bolted  with  an  additional  bolt  2  9-16 
ins.  ahead  of  point.  The  fillers  are  solid  and  continuous, 
extending  at  least  4  ins.  ahead  of  point  and  at  least  2 
ins.  back  of  center  of  last  bolt.  The  fillers  fit  the  rail 
section,  are  cut  to  fit  over  rivet  heads  and  are  notched 
at  point  to  form  shoulder  for  the  point. 

Point  rails  are  riveted  together  with  at  least  two  %-in. 
rivets.  Frogs  of  Nos.  12  to  20  inclusive  have  two  addi- 
tional rivets,  one  where  rail  heads  join  and  other  be- 
tween this  rivet  and  last  bolt. 

Under  the  point  there  is  an  8x^j   in.  by  1   ft.  4  in. 

58 


plate,  to  which  the  wing  rails  are  riveted  with  24-in. 
rivets. 

Frog  No.  8  has  a  total  length  of  11  ft.  5  ins.,  the  dis- 
tance from  heel  to  point  being  6  ft.  11  ins. ;  frog  No.  10 
has  a  total  length  of  13  ft.  7%  ins.,  the  distance  from 
heel  to  point  being  8  ft.  4  ins.,  and  frog  No.  12  has  a 
total  length  of  18  ft.,  the  distance  from  heel  to  point 
being  10  ft. 

CHICAGO,  MILWAUKEE  &  ST.  PAUL  RAILWAY. — The 
standard  filled  frog  for  75-lb.  rail  has  a  total  length 
of  9  ft.,  has  a  spread  at  heel  of  8^  ins.,  has  an  angle  of 
8  degs.,  and  is  4  ft.  .11  ins.  from  heel  to  point,  the  dis- 
tance between  actual  and  theoretical  points  being  lj£ 
ins.  The  width  of  flangeway  is  1%  ins.  The  wing 
and  point  rails  are  bolted  together  through  fillers  and 
point  rails  are  riveted  together. 

CHICAGO,  ROCK  ISLAND  &  PACIFIC  RAILWAY. — The 
rigid  frogs  herein  described,  have  1^4-in  flange  ways  -and 
1^4 -in  throats.  The  wing  and  point  rails  are  bolted 
through  a  rolled  steel  filler  with  1^-in.  bolts  for  rails  of 
75  Ibs.  or  more.  The  point  rails  are  riveted  with  %-in. 
rivets.  Special  tie  plates  are  used  under  frogs  on  all  soft 
wood  switch  ties,  on  all  treated  switch  ties  and  on  all 
white  oak  switch  ties  where  there  is  heavy  traffic. 

Cast  iron  fillers  are  used  between  wing  rails,  at  throat 
and  between  heel  riser  and  point  rails. 

The  No.  10  rigid  frog  is  15  ft.  long  and  8  ft.  4  ins. 
from  heel  to  point.  The  No.  15  rigid  frog  is  20  ft. 
long  and  12  ft.  long  and  12  ft.  6  ins.  from  heel  to  point. 

DELAWARE  &  HUDSON  COMPANY.  —  The  standard 
rigid  frogs  have  two  piece  fillers  between  wing 

59 


and  point  rails.  Th£ ;  point  rails  arc  riveted  together. 
The  frog  rests  on  ^s-in.  plates  to  which  the  point  rails 
are  fastened  by  means  of  special  angle  bars,  riveted  or 
bolted  to  the  base  plate. 

The  No.  6  rigid  frog  is  9  ft.  long  and  6  ft.  from  heel 
to  theoretical  point ;  the  'No.  8  frog  is  11  ft.  long  and 
6  ft.  10^  ins.  from  heel  to  theoretical  point;  the  No. 
9  frog  is  12  ft.  long  and  7  ft.  IOV2  ins.  from  heel  to 
theoretical  point,  and  the  No.  12  frog  is  15  ft.  long 
and  9  ft.  from  heel  to  theoretical  point. 

DENVER  &  Rio  GRANDE  RAILROAD. — The  rigid  frogs 
are  bolted  through  wing  rails,  filler  and  point  rails  with 
J/^-'m.  bolts  for  rails  of  52  Ibs.  or  over  and  with  J^-in. 
bolts  for  rails  under  52  Ibs.  The  point  rails  are  riveted 
with  J^-in.  rivets  and  wing  rails  are  riveted  to  ^-in. 
plates  of  dimensions  to  suit  frog.  The  width  of  flange- 
way  is  1%  ins.  and  width  of  throat  is  1%  ins. 

The  No.  7  frog  is  15  ft.  long  and  7  ft.  6  ins.  from 
heel  to  theoretical  point,  the  distance  between  actual 
and  theoretical  points  being  3^  ins. ;  the  No.  8^  frog 
is  15  ft.  long  and  8  ft.  11  ins.  from  heel  to  theoretical 
point,  the  distance  between  actual  and  theoretical  points 
being  4^  ins.,  and  the  No.  10  frog  is  15  ft.  long  and 
9  ft.  2  ins.  from  heel  to  theoretical  point,  the  distance 
between  actual  and  theoretical  point,  being  5  ins. 

GREAT  NORTHERN  RAILWAY. — The  standard  rigid 
frogs  have  a  1%-in.  flangeway.  The  wing  and  point 
rails  are  bolted  through  a  rolled  or  cast  steel  filler  with 
1  or  1^-in.  bolts.  The  wing  rails  are  riveted  to  5/2x6- 
in.  tie  plates  of  various  lengths  with  24-in.  rivets. 

The  No.  7  frog  is  12  ft.  long  and  7  ft.  from  heel  to 

60 


point,  the  distance  between  actual  and  theoretical  points 
being  3>^  ins.;  the  No.  9  frog  is  15  ft.  long  and  8  ft. 
from  heel  to  point,  the  distance  between  actual  and 
theoretical  point  being  4^  inches  and  the  No.  15  frog 
is  20  ft.  long  and  12  ft.  from  heel  to  point,  the  distance 
between  actual  and  theoretical  points  being  7*/2  ins. 
HARRIMAN  LINES. — The  standard  rigid  frogs  have 


i  i       z?  Ef  Q  ji 

Railroad —  ^       5  -2«2  "o^  ^2 

i3                   K  -5^  r  I 

g  ^ 

C.  R.  R.  of  N.  J..10     15  817/32  17/6  2^  109/24 

C.,  H.  &  D 10     1331/48     8     1/3  134  1%        

C.  &  A 10     15  8  17/6  ...  111/3 

C,  M.  &  St.  P.. 7+     9  4  11/12  1%  ...  7 

C,  M.  &  St.  P..  10     11  6     7/12  17/6  ...  8 

C,  R.   I.   &  P...  10     15  8     1/3  134  134  11 

D.  &   H 9     12  71/2  

D.  &  R.   G 10     15  8     3/4  134  17/6  9 

G.    N 915  8  1%  ...  111/2 

Har.    Lines 9     12  7     9/24  134  ...  91/4 

Inter-Col 9     12  7     3/24  1%  1%  93/4 

L.    V... 10     15  9     1/12  17/6  %y2  101/3 

N.  Y.,  N.  H.  &   H.10     15  9     7/12  134  2J4        

N.  Y.  C.  &  H.  R.10     15  9     1/24  17/6  2^4  10  1/4 

P.  L.  W.  of  P...10     15  8     1/2  134  ...        

Pere  Marquette..   8     12  7     7/12  1^  ...  81/2 

Phila.   &  Read...    8     15  8     5/6  1%  2  11 


124-in.  flangeways.  The  wing  and  point  rails  are  bolted 
with  \Y& -in.  bolts  through  wrought  iron  fillers.  The 
point  rails  are  riveted  with  %-in.  rivets. 

The  No.  6  frog  is  9  ft.  long  and  5  ft.  9  inches  from 
heel  to  theoretical  point,  the  wing  rails  being  7  ft.  1 
in.  in  length,  the  No.  7  frog  is  10  ft.  long  and  6  ft.  6 
ins.  from  heel  to  theoretical  point,  the  wing  rail  being 
8  ft.  1  in.  in  length;  the  No.  9  frog  is  12  ft.  long  and 
7  ft.  9  ins.  from  heel  to  theoretical  point,  the  wing  rails 
being  9  ft.  3  ins.  in  length,  and  the  No.  14  frog  is  18 
ft.  long  and  11  ft.  10  ins,  from  heel  to  theoretical  point, 
the  wing  rails  being  about  12  ft.  6  ins.  in  length. 

INTERCOLONIAL  RAILWAY. — The  standard  frogs  are 
riveted  to  plates  and  straps  with  %  and  %-in.  rivets. 
The  point  rails  are  riveted  with  %-m.  rivets. 

The  No.  9  frog  for  80-lb.  rails  is  12  ft.  long  and  7 
ft.  1^2  ins.  from  heel  to  point  with  10  ins.  spread  at 
heel,  the  distance  between  actual  and  theoretical  points 
being  4^  ins.  A  cast  iron  block  is  used  at  heel  between 
wing  and  point  rails  which  are  held  by  a  ^x3-in.  strap. 
The  casting  at  point  is  16  ins.  long  and  is  riveted  to 
plate.  Castings  are  also  used  at  throat  between  rails 
and  also  between  rails  and  a  %x4-in.  wrought  iron  strap, 
a  1-in.  bolt  passing  through  strap,  fillers  and  rails.  The 
bottom  wrought  iron  plate  is  fain,  thick  and  5  ft.  long. 

LEHIGH  VALLEY  RAILROAD.— The  standard  rigid  frogs 
have  1%-in.  flange  way  and  2  y2  -in.  throat.  Bolts  for 
67-lb.  rail  are  1-in.;  for  80  and  90-lb.  rail,  1^  in.,  and 
for  100-lb.  rail  1J4  m-  Point  rails  are  riveted  with  1^- 
in.  countersunk  rivets.  Three  wrought  iron  tie-plates, 
3/^x6  ins.,  are  used  with  the  frog  and  these  are  riveted 

62 


to  wing  rails  with  exception  of  plate  at  the  point.  Fill- 
ers are  of  rolled  steel  and  cast  iron. 

The  No.  10  frog  is  15  ft.  long  and  9  ft.  1  in.  from 
heel  to  point,  the  distance  between  actual  and  theoretical 
points  being  5  ins. ;  the  No.  12  frog  is  18  ft.  long  and 
11  ft.  from  heel  to  point,  the  distance  between  actual 
and  theoretical  points  being  6  ins. 

NEW  YORK  CENTRAL  &  HUDSON  RIVER  RAILROAD. — 
The  standard  rigid  frogs  have  IJ/^-in.  flangeways  and 
2 1/\.  -in.  throats.  Bolts  are  %  in.  for  70-lb.  rail,  1-in.  for 
75-lb.  rail,  !T/s  in.  for  80-lb.  rail  and  ll/4  in.  for  100-lb. 
rail.  Fillers  are  of  cast  iron  or  cast  steel  and  are  of  two 
pieces  between  wing  and  point  rails.  Point  rails  are 
bolted  together  and  frog  is  bolted  to  a  4^-in.  steel  plate, 
which  in  case  of  No.  10  frog  is  6  ft.  6  ins.  long  and  1 
ft.  9  ins.  wide.  The  distance  from  heel  to  steel  incline 
heel  block  is  made  less  than  1  ft.  6^  ins. 

The  No.  6  rigid  frog  is  10  ft.  long  and  6  ft.  3  ins. 
from  heel  to  point,  the  distance  between  actual  and  theo- 
retical points  being  3  ins.  and  the  No.  10  frog  is  15  ft. 
long  and  9  ft.  y2  in.  from  heel  to  point,  the  distance 
between  actual  and  theoretical  points  being  5  ins. 

NEW  YORK,  NEW  HAVEN  &  HARTFORD  RAILROAD.— 
The  rigid  frogs  have  a  l^f-in.  flangeway  and  a  2^-in. 
throat.  The  frog  for  68-lb.  rail  has  1-in.  bolts  and 
rivets  and  for  90-lb.  rail  IJ/s-'m.  bolts  and  rivets.  Point 
rails  are  riveted  together.  When  tie-plates  are  used  for 
bearing,  they  are  ^4x6  ins.,  and  are  of  various  lengths. 
Fillers  are  used  between  point  and  guard  rails. 

The  No.  7  frog  is  10  ft.  6  ins.  long  and  7  ft.  from  heel 
to  theoretical  point ;  the  No.  8  frog  is  12  ft.  long  and  8 

63 


ft.  from  heel  to  point,  and  the  No.  10  frog  is  15  ft.  long 
and  10  ft.  from  heel  to  theoretical  point. 

PENNSYLVANIA  LINES  WEST  OF  PITTSBURG. — The 
standard  rigid  frogs  have  1%-in.  rlangeways.  The  wing 
and  point  rails  are  bolted  through  a  filler  with  1-in.  bolts 
for  rails  less  than  85  Ibs.,  and  with  1^-in.  bolts  for 
rails  of  85  and  100  Ibs.  The  point  rails  are  riveted  with 
%-in.  rivets.  The  point  of  the  frogs  rests  on  a  ^gx8- 
in.  tie-plate  to  which  frog  is  riveted.  The  length  of 
this  plate  to  be  sufficient  to  allow  two  spike  holes  on  the 
outside  of  each  wing  rail. 

In  the  toe  of  the  frog  and  at  the  flare  on  heel  end  of 
wing  rails  ^-in.  by  about  2% -in.  steel  bands  of  various 
lengths  are  bolted  to  wing  rails,  and  these  bands  fill  the 
purpose  of  foot  guards. 

The  No.  10  rigid  frog  is  15  ft.  long  a'nd  8  ft.  6  ins. 
from  heel  to  point;  the  No.  15  frog  is  20  ft.  long  and 
12  ft.  from  heel  to  point ;  and  the  No.  20  frog  is  27  ft. 
long  and  17  ft.  6  ins,  from  heel  to  point. 

PERE  MARQUETTE  RAILROAD. — The  No.  8  rigid  frog 
is  12  ft.  long  and  7  ft.  7  ins.  from  heel  to  point.  The 
width  of  flangeway  is  1$4  ins.  The  frogs  are  bolted 
through  filler  with  1-in.  bolts.  The  spread  at  heel  is 
lO^j  ins. 

PHILADELPHIA  &  READING  RAILWAY. — The  standard 
bolted  and  stiff  rail  frogs  have  1^4-in.  flangeways  and 
2^ -in.  throats  for  frogs  up  to  and  including  No.  6,  and 
2-in.  throats  for  frogs  above  No.  6.  The  frogs  are  bolt- 
ed with  1^6 -in.  bolts  and  wing  rails  are  riveted  to  wrought 
iron  or  rolled  soft  steel  tie-plates  with  J^-in.  rivets.  The 
point  rails  are  held  together  with  ^4-in.  rivets.  The  fil!- 

64 


ers  between  wing  and  point  rails  at  point  are  of  wrought 
iron  and  beyond  points  of  cast  iron.  A  cast  iron  filler  is 
used  between  wing  rails  at  throat. 

Standard  frogs,  Nos.  3  to  11  inclusive,  are  15  ft.  long 
and  8  ft.  10  ins.  from  heel  to  point,  the  wing  rails  be- 
ing 10  ft.  long  for  Nos.  3  to  f>  inclusive  and  11  ft.  for 
Nos.  G  to  11  inclusive;  frogs  Nos.  12  to  16  inclusive 
are  20  ft.  long  and  12  ft.  from  heel  to  point,  the  wing 
rails  being  14  ft.  5  ins.  long  and  the  No.  20  frog  is  26 
ft.  long  and  1G  ft.  from  heel  to  point  with  wing  rails  17 
ft.  long. 


Standard  Spring  Rail  Frogs 

Of  the  many  devices  used  with  spring  rail  frogs,  a 
few  are  illustrated  herewith.  Opinions  as  to  the  value 
of  the  devices  designed  for  the  same  purposes  are,  of 
course,  at  variance.  They  should  be  simple  above  all 
things,  durable  and  absolutely  sure  in  action. 

The  design  of  spring  which  is  used  most  extensively 
consists  of  two  boxed  coils,  one  on  each  side  of  frog, 
with  a  bolt  rod  passing  through  frog  and  springs.  This 
spring  is  located  either  ahead  of  or  back  of  the  point. 
When  ahead  of  the  point,  it  should  be  placed  in  the 
throat  of  the  frog  where  the  wing  rails  are  parallel  to 
each  other ;  when  back  of  the  point  it  is  from  12  to  20 
ins.  from  the  point.  This  style  of  spring  is  the  best  prac- 
tice and  is  much  better  located  in  the  throat  of  the  frog. 
In  the  case  of  a  very  long  wing  rail  its  action  is  supple- 
mented by  an  auxiliary  box  spring  on  the  outside  of 
movable  rail  near  the  heel  in  combination  with  a  hold- 
down  device.  Another  design  consists  of  a  spring  on 
the  side  opposite  the  spring  rail  and  connected  to  it  by 
a  rod,  passing  under  the  rails  and  fastened  to  the  rein- 
forcing plate  of  the  spring  rail.  A  third  design  consists 
of  two  boxed  springs  located  at  side  of  spring  rail  which 
is  operated  by  means  of  hinged  arms.  These  last  two 
designs,  however,  are  rapidly  becoming  obsolete. 

The  anti-creeper  prevents  movements  of  spring  rail 
with  relation  to  fixed  rails  of  the  frog,  and  thereby 
keeps  the  spring  from  binding  and  checking  the  move- 
ment of  the  spring  rail.  One  of  the  devices  used  for 
this  purpose  is  a  toe  block,  Fig.  7.  A  second  device 

66 


consists  of  a  strap  bolted  to  the  spring  and  turnout  rails 
at  the  mouth  of  the  frog,  Fig.  4.  A  third  device  (Fig. 
;>)  consists  of  a  pivoted  arm  in  the  mouth  of  the  frog, 
the  arm  being  attached  to  the  fixed  wing  rail  and  the 
spring  wing  rail  by  clamps  and  bolts.  Fig.  6  shows  a 
fourth  method  of  preventing  creeping  by  means  of  a 
hinge  rail  attached  to  the  main  rail  by  a  bolt  hinge  and 
to  movable  part  of  spring  rail  by  bolts.  Other  devices 
consist  of  one  or  two  hinged  links  on  spring  rail  side 
and  are  in  combination  with  spring  or  hold-down  de- 
vices. Fig.  5  shows  a  combination  anti-creeper,  hold- 
down  and  stop,  used  largely  on  a  form  of  yard  frog, 
having  two  movable  wing  rails  with  no  springs  which 
gives  solid  crossing  for  the  wheels  on  either  track. 

The  hold-down  devices  for  the  spring  rail  usually  act 
as  stops.  A  common  hold-down  device  consists  of  a 
guide  box  and  a  bar  or  lug  projecting  from  the  spring 
rail.  Instead  of  the  separate  bar  a  better  way  is  to  bend 
the  reinforcing  strap  out  to  form  projections,  as  in  Fig. 
1,  which  slide  in  the  guide  boxes.  In  most  cases  two 
of  these  devices  are  employed,  one  near  the  outer  end 
of  the  movable  rail  and  one  near  the  point.  In  com- 
bination with  two  of  the  devices  described  above,  a  plate 
•and  rod  are  sometimes  used  at  the  outer  end,  the  rod 
passing  through  the  spring  rail  and  riveted  or  bolted  to 
the  point  rails.  Another  method  of  holding  down  the 
rail  is  to  rivet  the  spring  rail  to  a  plate  at  the  outer 
end.  Another  device  consists  of  a  hinged  arm  combina- 
tion anti-creeper  and  hold-down. 

Besides  the  hold-down  devices  there  are  from  one  to 
five  other  stops  used  for  the  spring  rail.  Various  de- 

67 


signs  of  rail  braces  are  used,  the  braces  being  cast  with 
the  tie-plate,  or  riveted  or  bolted  to  it.  Tie-plates  are 
also  bent  up  at  the  ends  to  form  stops  for  the  base  of 
the  spring  rail. 


Fig.   1.      Reinforcing    Bar. 

A  spring  rail  frog  for.  the  best  standard  practice 
should  preferably  have  a  reinforcing  bar  and  hold-down 
as  shown  in  Figs.  1  and  8,  stops  like  that  in  Fig.  11, 
pivoted  arm  anti-creeper  as  in  Fig.  3.  The  springs  should 
be  at  the  throat,  of  the  form  shown  in  Fig.  2,  backed 
up,  in  the  case  of  a  very  long  spring  rail,  by  an  auxiliary 
box  spring  near  the  outer  end.  The  fixed  rails  should 
be  riveted  to  a  long  single  plate  and  there  should  be 
cast  or  rolled  steel  fillers  with  bolts  between  the  fixed 
wing  and  point  rails  and  a  hard  steel  heel  block  between 
the  point  rails.  No  frog  of  greater  number  than  a  No. 
12  should  be  made  with  movable  spring  rail. 

CENTRAL  RAILROAD  OF  NEW  JERSEY. — The  standard 
No.  10  spring  rail  frog  is  15  ft.  in  length  and  8  ft.  6% 
ins.  from  heel  to  actual  point.  The  frog  has  a  IJ/^-in. 
flangeway  and  a  IJ^-in.  throat.  The  frog  is  riveted  to 
a  26xl8x^-in.  plate  8  ft.  4  ins.  long.  The  fixed  wing 
rail  is  10  ft.  long  and  the  spring  rail  is  12  ft.  long.  The 
spring  rail  is  planed  down  so  that  badly  worn  flanges 
may  easily  ride  over  the  spring  rail  without  moving  it. 

The  standard  double  coil  spring  is  located  about   12 

68 


ins.  back  of  the  point  and  on  the  side  opposite  the  spring 
rail.  The  spring  bolt  is  fastened  to  an  angle  plate,  which 
plate  is  bolted  to  the  spring  wing  rail  and  reinforces 
it.  This  angle  plate  is  l/2  in.  thick,  is  bent  to  fit  web 
and  flange  of  rail,  is  about  6  ins.  wide  and  about  7  ft. 
6  ins.  long.  The  motion  of  this  angle  plate,  together 
with  spring  rail,  is  controlled  by  guides  which  move  in 
rectangular  openings  in  the  base  plate  to  which  the  frog 
is  secured.  The  angle  plate  serves  to  reinforce  the  spring 
rail,  to  hold  down  the  spring  rail  and  to  prevent  creep- 
ing of  the  spring  rail. 


V-VnT" 


Fig.    2.      Springs. 

CHICAGO  &  NORTH-WESTERN  RAILWAY. — The  stand- 
ard No.  10  spring  rail  frog  is  15  ft.  long  and  8  ft.  6  ins. 

70 


from  heel  to  theoretical  point.  The  width  of  fiangeway 
and  throat  is  2T4  ins.  Seven  base  plates  are  used.  Both 
spring  rail  and  short  point  rail  have  a  ^4 -in.  groove  to 
permit  passage  of  badly  worn  flanges. 

The  spring  rail  is  reinforced  with  a  bar  fitting  the 
ball  and  flange  of  rail  and  extending  out  IJ/s  ins.  from 
head  of  rail.  The  reinforcing  bar  is  flush  with  top  of 
spring  rail,  from  heel  to  the  theoretical  point,  and  is  ^ 
in.  below  top  of  spring  rail  from  opposite  theoretical 
point  to  toe  of  frog. 


o 


o 


Wl'  1  1  •   -. 

«WW  -,  -i  lil'IB 

o 


Fig.  3.     Anti-Creeper  with   Detail   Views  Drawn  on  One-Half  Scale, 

71 


The  spring  is  located  about  12  ins.  back  of  the  point. 
It  is  similar  in  design  to  the  upper  right-hand  drawing 
in  Fig.  2.  Five  base  plates,  of  %-in.  iron  and  4  ins. 
wide,  have  ends  turned  up  to  form  stops  for  base  of 
spring  rail.  The  design  is  shown  in  Fig.  14.  Two  hold- 
downs  also  act  as  stops  for  the  spring  rail. 

Two  hold-downs  are  similar  in  design  to  Fig.  8  with 
the  exception  that  a  bar,  y2x2%  ins.,  is  riveted  to  the 
reinforcing  bar.  There  is  also  a  hold-down  placed  in 
the  heel  of  frog  and  it  is  similar  to  the  design  shown  in 
Fig.  10,  with  the  exception  that  the  plate  and  rod  are 
made  in  one  piece  and  that  the  rod  is  bolted  at  its  end 
to  the  point  rail.  The  anti-creeper  in  the  mouth  of  frog 
consists  of  a  cast  iron  anchor  block. 

CHICAGO,  BURLINGTON  &  QUINCY  RAILROAD. — The 
standard  No.  11  spring  rail  frog  for  90-lb.  rail  is  19  ft. 
4  17/32  ins.  long  and  is  9  ft.  8  11/32  ins.  from  heel  to 
theoretical  point.  The  frog  has  a  1%-in.  flangeway  and 
a  1^-in.  throat.  Thirteen  tie-plates  are  used.  The 
spring  rail  is  planed  down  y2  in.  below  frog. 

Two  reinforcing  plates  are  riveted  to  the  spring  rail, 
one  on  outside  being  similar  to  bar  shown  in  Fig.  1. 
The  spring  is  located  4  ins.  ahead  of  point  and  is  of 
special  construction,  being  outside  of  spring  rail  with 


o 


o 


Fig.  4.     Anti-Creeper  Plain  Strap. 

72 


springs  acting  at  right  angles  to  rail  inside  of  barrel 
riveted  to  plate.  » 

Two  hold-downs  are  used  in  connection  with  rein- 
forcing bar  and  are  similar  in  construction  to  the  de- 
sign shown  in  Fig.  8.  One  brace  is  used  ahead  of  point 
and  an  anchor  block  in  mouth  of  frog. 

CHICAGO,  MILWAUKEE  &  ST.  PAUL  RAILROAD. — The 
standard  No.  10  bolted  spring  rail  frog  is  15  ft.  long 
and  7  ft.  2  ins.  from  heel  to  point.  Four  base  plates  are 
used.  Both  the  spring  and  short  point  rails  are  planed 
34  in.  to  permit  passage  of  badly  worn  flanges. 

A  34-in.  reinforcing  bar,  8  ft.  long,  is  bolted  to  the 
spring  rail.  The  spring  is  located  ahead  of  the  point  of 
frog.  Two  base  plates  have  ends  turned,  as  shown  in 
Fig.  14,  to  form  stops  for  base  of  spring  rail.  Two 
holding-down  devices  similar  to  Fig.  8  are  used.  An 
anchor  block  is  used  in  mouth  of  frog. 

CHICAGO,  ROCK  ISLAND  &  PACIFIC  RAILWAY. — The 
standard  No.  10  spring  rail  frog  is  15  ft.  long  and  8  ft. 
4  ins.  from  heel  to  point.  Nine  base  plates  are  used. 
The  spring  rail  is  planed  down  to  allow  passage  of  bad- 
ly worn  flanges. 

The  reinforcing  bar   for  spring  rail  is  of  the  design 


Fig.   5.      Combination   Anti-Creeper    Hold-Down    and   Stop. 
73 


Fig.    6.      Anti-Creeper    Hinge    Rail. 

shown  in  Fig.  1,  being  riveted  to  spring  rail.  The  spring 
is  located  about  11  ins.  back  of  point  and  is  of  the  de- 
sign shown  in  the  upper  right-hand  drawing  in  Fig.  2. 

Four  base  plates  have  ends  turned  up,  as  shown  in 
Fig.  14?  to  form  stops  for  spring  rail.  Two  holding- 
down  devices,  similar  to  design  shown  in  Fig.  8  are 
used,  with  the  exception  that  rivet  is  used  instead  of 
bolt  at  rail  and  bolts  are  square  countersunk.  The  anti- 
creeper  is  of  the  design  shown  in  Fig.  3  and  is  located 
in  mouth  of  frog. 

CHICAGO,  ST.  PAUL,  MINNEAPOLIS  &  OMAHA  RAIL- 
WAY.— The  standard  No.  9  spring  rail  frog  is  15  ft.  long 
and  8  ft.  from  heel  to  point.  Seven  base  plates  are 
used.  The  fixed  wing  rail  is  10  ft.  6  ins.  long  and  the 
spring  wing  rail  is  12  ft.  long.  The  spring  rail  is  planed 
down  to  allow  the  passage  of  badly  worn  flanges. 

The  spring  rail  is  reinforced  with  a  bar  fitting  the 
section  of  rail  and  extending  out  about  1  in.  from  head 
of  rail.  The  spring  is  located  about  12  ins.  back  of 
point. 

Four  base  plates  have  ends  turned  up,  as  shown  in 
Fig.  14,  to  form  stops  for  base  of  spring  rail.  Two 
holding-down  devices  are  used,  similar  to  design  shown 
in  Fig.  8,  with  the  exception  that  the  bar  entering  the 
device  is  riveted  to  the  reinforcing  bar.  There  is  also 
a  hold-down  at  the  heel  end  of  the  spring  rail  and  this 

74 


device  is  similar  to  design  shown  in  Fig.  10.  An  an- 
chor block  is  used  in  mouth  of  frog. 

CINCINNATI,  HAMILTON  &  DAYTON  RAILWAY. — The 
standard  No.  10  spring  rail  frog  is  15  ft.  long  and  8 
ft.  6  ins.  from  heel  to  point.  The  flangeway  is  1^  ins. 
Five  plates  are  riveted  to  the  frog.  The  spring  wing 
rail  and  short  point  rail  are  planed  down  to  permit  easy 
passage  of  badly  worn  flanges. 

The  spring  rail  is  reinforced  with  J^-in.  wrought  iron 
bar,  planed  to  fit  between  ball  and  flange  of  rail.  The 
reinforcing  bar  is  bent  in  a  form  similar  to  the  one 
shown  in  Fig.  1.  The  cast  iron  spring  case  and  fol- 
lower with  double  spring  is  located  12  ins.  ahead  of 
point. 

Two  combined  hold-downs  and  stops  are  used  and 
three  braces.  Two  braces  are  used  with  frogs  from  No. 
0  to  No.  9  inclusive.  Three  braces  with  frogs  from  No. 


Fig.  7.     Anti -Creeper   Toe   Block. 


10  to  No.  14  inclusive,  and  four  braces  with  frogs  Xos. 
15  and  16.  The  anti-creeper  is  located  in  mouth  of  the 
frog  and  is  of  the  design  shown  in  Fig.  3. 

DELAWARE  &  HUDSON  COMPANY. — The  standard  Xo. 
9  spring  rail  'frog  is  15  ft.  long  and  9  ft.  from  heel  to 
theoretical  point.  The  frog  is  riveted  to  large  base  plate 
about  4  ft.  long  and  to  3  plates  about  6  ins.  wide.  The 
spring  rail  is  planed  down  to  allow  passage  of  badly 
worn  flanges. 

The  spring  rail  is  reinforced  with  a  bar  bolted  to  web 
of  rail.  One  spring  is  located  ahead  of  the  point  and 
is  similar  to  design  shown  in  Fig.  2.  There  is  also  a 
combined  spring  box  and  holding  device,  shown  in  Fig.  9, 
which  is  located  back  of  the  point.  Besides  the  hold- 
ing-down device  mentioned  above,  there  is  a  combined 
holding-down  device  and  anti-rail  creeper,  which  is  lo- 
cated opposite  point  of  frog,  as  in  the  design  shown  in 


Fig.   8.      Holding    Down    Device. 
76 


Fig.  5.  Two  rail  braces  are  used  as  stops  in  connection 
with  above  devices. 

DENVER  &  Rio  GRANDE  RAILROAD. — The  standard  No. 
10  spring  rail  frog  is  15  ft.  long  and  8  ft.  3  ins.  from 
heel  to  point.  The  flangeway  is  2  ins.  wide.  The  frog 
is  riveted  to  a  plate  19  ins.  wide  and  7  ft.  long. 

The  spring  is  of  the  design  shown  in  the  upper  right 
hand  drawing  of  Fig  2,  and  is  located  15^4  ins.  ahead 
of  point.  The  spring  rail  is  reinforced.  A  hinge  rail 
is  connected  to  the  main  rail  by  a  bolt  hinge  and  is  con- 
nected to  the  movable  part  of  the  running  rail  by  bolts. 
This  design  is  shown  in  Fig.  6.  It  prevents  creeping 
of  the  spring  rail. 

A  stop  of  the  design  shown  in  Fig.  11  is  used  and 
also  a  stop  is  placed  between  the  fixed  and  movable 
wing  rails  ahead  of  point.  A  hold-down  device  is  also 
used  back  of  point. 

HARRIMAN  LINES. — The  standard  No.  10  spring  rail' 
frog  is  15  ft.  long  and  9  ft.  3  ins.  from  heel  to  theoreti- 
cal point.  Six  base  plates  are  used.  The  spring  rail  is- 


Fig.    9.      Combination    Holding    Down    and    Spring    Device., 

77 


planed  down  $&  in.  to  permit  passage  of  badly  worn 
flanges. 

The  reinforcing  bar  is  of  the  design  shown  in  Fig. 
1,  dimensions  changed.  The  spring  is  of  the  design 
shown  in  upper  right-hand  drawing  of  Fig.  2  and  is 
located  12  ins.  back  of  point.  A  stop  of  the  design 
shown  in  Fig.  12  is  used.  Two  hold-down  devices, 
shown  in  Fig.  8,  are  used.  The  anti-creeper  is  shown 
in  Fig.  3,  and  is  located  in  mouth  of  frog. 

ILLINOIS  CENTRAL  RAILROAD. — The  standard  No.  10 
spring  rail  frog  is  14  ft.  long  and  7  ft.  from  heel  to 
point.  Tie-plates  are  used.  The  width  of  throat  is  2 
ins.,  tapers  at  back.  Opening  at  actual  point  is  1^4  ins- 
The  spring  rail  is  planed  down  l/2  in.  to  allow  passage 
of  badly  worn  flanges.  The  reinforcing  bar  is  similar 
to  the  design  shown  in  Fig.  1.  The  spring  is  located  12 
ins.  ahead  of  point.  Stops  similar  to  designs,  shown  in 
Figs.  12  and  14,  are  used.  Two  hold-down  devices  of 
.design  shown  in  Fig.  8  are  used. 

LEHIGH    VALLEY    RAILROAD. — The    standard    No.    10 


Fig.   10.     Holding   Down   Device   Used  at   Heel   End. 

78 


spring  frog  is  15  ft.  long  and  9  ft.  C  ins.  from  heel  to 
theoretical  point.  The  flangeway  is  1%  ins  wide.  Five 
base  plates  are  used.  The  spring  rail  is  planed  down 
l/2  in. 

The  reinforcing  bar  is  of  the  design  shown  in  Fig.  1. 
The  spring  is  located  17  ins.  ahead  of  point.  One  stop 
of  design  shown  in  Fig.  11  is  used.  Two  hold-down 
devices  of  design  shown  in  Fig.  8  are  used.  The  anti- 
creeper  of  design  shown  in  Fig.  3  is  locaated  in  mouth 
of  frog. 

MICHIGAN  CENTRAL  RAILROAD. — The  standard  No.  11 
spring  frog  is  16  ft.  long  and  8  ft.  9J/2  ins.  from  heel 
to  point.  The  flangeway  is  2  ins.  wide.  Six  base  plates 
are  used.  The  spring  rail  is  planed  down  to  allow  pas- 
sage of  badly  worn  flanges. 

The  spring  rail  is  reinforced  with  a  bar  similar  in  de- 
sign to  the  one  shown  in  Fig.  1.  The  spring  is  located 
about  .19  ins.  ahead  of  point.  Three  base  plates  are  bent 
up,  as  shown  in  Fig.  14,  to  form  stops  for  spring  rail. 
Two  hold-down  devices  of  the  design  shown  in  Fig.  8 
are  used.  An  anti-creeper  of  the  design  shown  in  Fig. 
3  is  located  in  mouth  of  frog. 


n 


Fig.    11.      Stop    Riveted   to   Tie    Plate. 

79 


NEW  YORK,  NEW  HAVEN  &  HARTFORD  RAILROAD.— 
The  standard  No.  10  spring  rail  frog  is  16^  ft.  long 
and  8  ft.  4  ins.  from  heel  to  theoretical  point.  The  flange- 
way  is  2  ins.  wide.  One  base  plate  is  riveted  to  frog, 
and  seven  tie-plates  are  used.  The  spring  rail  is  planed 
down  to  allow  passage  of  badly  worn  flanges. 

The  spring  rail  is  reinforced  with  a  bar  which  is  bent 
out  for  connection  with  anti-creeper  and  hold-down  de- 
vice. The  spring  is  located  about  14  ins.  ahead  of  point. 
Two  rail  braces  are  used  as  stops.  A  combined  anti- 
creeper  hold-down  and  stop  device,  shown  in  Fig.  5,  is 
used.  At  the  heel  end  of  spring  rail  there  is  a  hold- 
down  device  similar  to  design  shown  in  Fig.  8. 

PENNSYLVANIA  LINES  WEST  OF  PITTSBURGH. — The 
standard  No.  10  spring  frog  is  15  ft.  long  and  8  ft.  6 
ins.  from  heel  to  point.  Five  plates  are  used  with 
frog.  The  spring  and  short  point  rails  are  planed  down 
to  allow  passage  of  badly  worn  flanges. 

The  reinforcing  bar  is  similar  to  design  shown  in 
Fig.  1  and  is  bolted  to  spring  rail.  A  double  coil  spring, 


n 

n 

t 

1         1    U     @ 

i   1       I  n     ^ 

1           i 

u  /0/«               ^—  **-"  —  H  j 

Fig.    12.      Stop    Riveted    to   Tie    Plate. 
80 


similar  to  design  shown  in  upper  right-hand  drawing  of 
Fig.  2  is  located  ahead  of  point.  Rail  braces  are  rivet- 
ed to  the  plates  for  stops  for  spring  rail.  Two  hold- 
ing-downs of  design  shown  in  Fig.  8  are  used.  An  anti- 
creeper  of  design  shown  in  Fig.  3  is  located  in  mouth 
of  frog. 

PERK  MARQUETTE  RAILROAD. — The  standard  No.  10 
spring  frog  is  15  ft.  long  and  8  ft.  from  heel  to  point. 
One  base  plate,  ^xl4x!8x48  ins.,  and  four  tie-plates 
are  used.  The  spring  rail  is  planed  down  to  allow  pas- 
sage of  badly  worn  flanges. 

The  spring  rail  is  reinforced.  Spring  is  located  ahead 
of  point.  Two  tie-plates  have  ends  turned  up  as  shown 
in  Fig.  14  to  form  stops  for  base  plate.  One  stop  is 
riveted  to  main  base  plate  and  consists  of  a  bar,  ^4x2x6 
ins.  A  holding-down  device  is  located  at  heel  end  of 
spring  rail.  An  anti-creeper  of  design  shown  in  Fig.  3 
is  located  in  mouth  of  frog. 

PHILADELPHIA  &  READING  RAILWAY. — The  standard 
Xo.  10  filled  and  bolted  spring  rail  frog  is  15  ft.  long 
and  9  ft.  3  ins.  from  heel  to  theoretical  point.  The  width 


a 

a 

u 

n 

Fig.   13.      Stop    Rail    Brace. 
81 


Fig.    14.     Stop   Tie   Plate   with   end   turned   up. 

of  flangeway  is  1^4  ins-  and  width  of  throat  is  2  ins. 
Nine  tie-plates  are  used.  The  spring  rail  is  planed  down. 
The  reinforcing  strap  for  spring  rail  is  24  ms-  thick. 
The  spring  is  located  ahead  of  point.  Four  stops  of  a 
form  similar  to  design  shown  in  Fig.  13  are  used.  A 
holding-down  device,  shown  in  Fig.  10,  is  used  toward 
heel  end  of  spring  rail.  The  anti-creeper  located  at  toe 
of  frog  consists  of  a  plain  strap,  shown  in  Fig.  4. 


82 


Elevation    of    Outer    Rail    in    Inches. 


i 


1 
2 
3 
4 

5 
6 

7 

J 

11 
12 
13 
14 
15 
16 
17 
18 
10 
20 


Velocity  in  Miles  per  Hour. 


10 


S 


2V* 


1* 


20 


2H 

2X 

11 


5* 


25   30   35   40   45   50   55   60   65   70 


S" 

2H 


7V. 


ay, 


S8 

4X 

5% 


4* 


2X 
5X 

S* 


6X 


2X 


20 


3* 


i 

2 
3 

4 
5 
6 
.7 
8 
9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
19 
20 


CHAPTER  VI. 

Switches,  Turnouts,  Etc. 

THE  split  switch  in  use  on  the  majority  of  railroads 
is  15  feet  in  length  for  turnouts  Nos.  7  to  12  in- 
clusive, is  less  than  15  feet  for  turnouts  Nos.  4,  5  and 
6,  and  is  greater  for  turnouts  above  No.  12.  It  has 
been  recommended  that  16^ -foot  switch  points  be  used 
since  rails  of  33-foot  length  are  supplied,  but  the  15- 
foot  split  switch  is  still  the  more  common  standard. 

The  elevation  of  switch  rail  above  stock  rail  is  usually 
made.^4  inch  and  it  is  effected  by  means  of  tie  plates 
with  pressed  risers.  The  switch  rail  is  about  ^  inch  be- 
low stock  rail  at  point  and  reaches  its  greatest  elevation 
above  stock  rail  between  5  and  6  feet  back  of  switch 
point.  In  most  cases  the  switch  rail  falls  to  the  eleva- 
tion of  stock  rail  at  the  heel  of  switch,  the  switch  rail 
being  bent  and  resting  on  risers  of  varying  thickness. 
The  switch  rail  may,  however,  retain  the  l/±  -inch  eleva- 
tion to  the  heel  of  switch,  the  fall  in  elevation  being  in 
the  lead  rail  beyond  the  heel  of  switch.  In  the  latter 
case  there  is  no  vertical  bend  in  the  switch  rail,  which 
will,  therefore,  lie  flat  on  the  ties  or  riser  plates,  and 
the  fall  in  elevation  occurs  in  the  lead  rail  which  is  fully 
spiked  on  both  sides. 

The  elevation  of  switch  rail  above  stock  rail  will  be 
necessary  as  long  as  locomotive  tires  are  allowed  to  be- 
come guttered.  It  is  customary  on  many  roads  to  limit 
the  guttering  to  >4-inch,  chiefly  because  the  wear  on  the 

84 


rails  would  be  excessive  if  the  track  included  more  than 
one  weight  or  design  of  rail,  which  often  happens  to  be 
the  case.  Therefore  to  carry  this  "double  flange"  of  *4 
inch  over  the  stock  rail,  the  switch  rail  is  given  a  Cl- 
inch rise. 

Tie  rods  of  various  designs  are  used.  Some  are  ad- 
justable and  provide  for  insulation  between  rails.  On 
15-foot  switch  points  two  tie  rods  are  sufficient. 

In  another  column  a  detailed  description  of  the  split 
switches  now  in  use  is  given.  A  table  is  also  included 
and  affords  an  easy  means  of  comparison  in  regard  to 
several  important  points. 


85 


STANDARD  SPLIT  SWITCHES 

CENTRAL  RAILROAD  OF  NEW  JERSEY. — The  switch  rail 
is  planed  down  on  top  a  total  of  1  in.  at  point.  Beginning 
8  ins.  back  of  the  side  planing,  which  is  determined  by 
angle  of  switch,  the  switch  rail  is  planed  down  on  top 
%  in.  at  the  extreme  point  and  then  beginning  12  ins. 
back  of  point  it  is  planed  down  an  additional  *4  in.  Be- 
ginning 12  ins.  back  of  point  the  switch  rail  is  chamfered 
to  ^-in.  thickness  at  extreme  point  and  then  the  point 
is  filed  and  rounded.  The  thickness  at  point  after  plan- 
ing and  before  filing  and  chamfering  is  J4  in. 

The  tie  rods  are  made  of  %x2^-in.  bars.  Where  in- 
sulation is  necessary,  the  rods  are  made  in  two  pieces 
and  held  by  *^x2^xl2-in.  wrought  iron  splice  plates,  in- 
sulated with  y&-m.  fiber  strap  from  tie  rods,  with  ^-in. 
bolts  in  fiber  bushings.  Before  and  after  assembling,  a 
coat  of  insulating  paint  is  applied  to  the  insulated  joint. 

The  tie  plates  are  made  of  forged  soft  steel  and  are 
.1/2  in.  thick  with  ^-in.  risers.  Back  of  the  rail  joints 
J^-in.  tie  plates  are  used  under  high  rail  to  bring  stock 
and  point  rails  level  at  third  tie  back  of  joint;  the  ties 
being  adzed  to  a  true  bearing  before  plates  are  applied. 

Rail  braces  are  made  of  cast  iron.  Reinforcing  straps 
are  6  ft.  6  ins.  in  length  for  15-ft.  switch.  Two  stops  of 
^gxl y%-m.  material  are  placed  10  ft.  back  from  point  of 
15-ft.  switch. 

The  15-ft.  split  switch  has  two  tie  rods;  the  20-ft. 
switch  has  three  tie  rods,  and  the  30-ft.  switch  has  four 
tie  rods.  The  switch  rail  is  $/&  in.  below  stock  rail  at 
point,  is  jMi-in.  below  stock  rail  12  ins.  from  point,  is 
^-in.  above  stock  rail  about  7  ft.  from  point  and  it  re- 

86 


mains  at  elevation  of  J^-in.  above  stock  rail  to  heel  of 
switch,  falling  to  level  of  stock  rail  at  third  tie  from 
heel  of  switch. 

CHICAGO  &  ALTON  RAILWAY. — The  standard  18-ft. 
split  switch  for  80-lb.  rail  has  a  4^4-in.  throw.  The  stock 
rail  is  bent  10^2  ins.  from  point,  giving  a  gauge  at  point 
of  4:  ft.  8  9-16  ins. 

The  top  of  switch  rail  is  ys  in.  below  stock  rail  at 
point,  is  3-16  in.  below  stock  rail  18  ins.  from  point,  is 
l/§  in.  above  stock  rail  at  about  7  ft.  from  point,  is  3-16; 
in.  above  stock  rail  at  11  ft.  from  point  and  then  falls 
to  level  of  stock  rail  at  heel  of  switch. 

The  switch  rails  are  reinforced  with  a  2^x2  15-16-in. 
plate,  16  ft.  long,  which  is  riveted  to  the  rail  with  J^-in, 
rivets.  The  tie  plates  are  made  of  ^/2-in.  material  with 
pressed  risers  for  swritch  rails.  Four  tie  rods  are  used 
and  placed  on  3-ft.  centers. 

The  switch  rail  is  planed  on  top  a  distance  of  11  ft. 
from  point.  Beginning  11  ft,  back  of  switch  point  it  is 
planed  down  %  in,  for  a  distance  of  3^4  ft.,  then  7-16. 
in.  for  the  next  5^4  ft.  and  7-16  in.  for  the  remaining 
\Y-2  ft.,  making  a  total  of  1  in.  at  extreme  point. 

CHICAGO  &  NORTHWESTERN  RAILWAY. — The  standard 
15-ft.  split  switch  for  90-lb.  rail  has  a  5-in.  throw.    The* 
stock  rail  is  bent  1  ft.  1J4  ins.  from  point,  giving  a  gauge 
of  4  ft.  8ys  ins.  at  point  of  switch. 

The  switch  rail  is  %  ins.  below  stock  rail  at  point,  is 
7-16  ins.  below  stock  rail  10  ins.  from  point,  is  ^  ins. 
above  stock  rail  5  ft.  from  point,  remains  at  elevation  of 
y%  ins.  above  stock  rail  for  2  ft.  3  ins.  and  then  falls  to 
level  of  stock  rail  in  the  next  5  ft.  3  ins. 

87 


The  switch  rail  is  planed  down  on  top  of  head  1  in. 
in  a  distance  of  5  ft.  from  point,  it  is  planed  on  sides  of 
head  a  distance  of  6  ft.  10  7-16  ins.  and  on  flange  the 
entire  length  of  rail.  - 


Switch 
below 

Length     stock     Throw 

of          rail  of 

switch  at  point     switch 


4 

434 


5 

434 

5 

5 


1 
1 
1 

11/6 


Elevation 

Switch    Width      of 
rail  of        switch 

planed     switch  above 
down      rail  at      stock 
Railroad —  (feet)   (inches)   (inches)   (inches)     point      rail 

C.  R.  R.  of  N.  J....15  5/8 

C.  &  A 18  5/8 

C.  &  N.  W 15  5/8 

C,  B.  &  Q 15  H 

c,  M.  &  St.  P is        54 

C,  R.  I.  &  P 15  5/8 

C,  St.  P.,  M.  &  O..15  5/8 

C,  H.  &  D 1654        54 

Cin.  North 1654          ..5  & 

D.  &  H 15  5/16         37/8  5/8         3/8  & 

D.  &  R.  1 15  y2  45/8  H         ft 

G.  N i6T/4  5/8  5  iiV  ft  54 

Har.    Lins     15  5/8  42/4  1  % 

111.  Cent 15  5/8  4te  M  ^ 

Inter-Col 15  5/8  5  5/8  J/8  % 

L.   V 15  3/6  4  ^  ft  54 

M.   Cent 15  M  5  1^ 

Mo.  Pac 13  J4  454  l  54 

•N.  Y.,  N.  H.  &  H..15  ^  3%  ys  & 

N.  Y.  C.  &  H.  R..15  ^  4  5^  ^  54 

P.  L.  W.  of  P 18  54  454  24  ^  /4 

Pere    Marq 15  f£  5  %  5^ 

P.    &   R 15  ^  4  1  */8  3/8 

Wabash    15  Y4  4J4  %  Hi.,-  ^ 

CHICAGO,  BURLINGTON  &  QUINCY  RAILROAD. — The 
15-ft.  switch  for  85-lb.  rail  has  a  throw  of  3>4  ins.  The 
stock  rail  is  bent  8  9-16  ins.  from  point  on  an  angle  of 
1  deg.  40  mins.  Two  tie  rods  are  used,  the  first  having 


88 


two  length  adjustments  and  the  second  one  adjustment. 

The  switch  rail  is  }'s  in.  below  stock  rail  at  point,  is 
level  with  stock  rail  1  ft.  2  in.  from  point,  rises  to  an 
elevation  of  %  in.  above  stock  rail  2  ft.  8  ins.  from  point, 
remains  at  elevation  of  l/4  in.  above  stock  rail  for  a  dis- 
tance of  3  ft.  3  ins.  and  then  falls  to  level  of  stock  rail 
at  heel  of  switch. 

CHICAGO,  MILWAUKEE  &  ST.  PAUL  RAILWAY. — The 
15-ft.  standard  split  switch  has  a  throw  of  5  ins.  The 
stock  rail  bend  is  9  ins.  from  point  of  switch.  Two  tie 
rods  are  used,  one  of  which  is  adjustable  as  to  length. 

The  head  of  switch  rail  is  planed  down  to  a  total  of 
y§  ins.  Beginning  3  ft.  10  ins.  from  switch  point,  it  is 
planed  straight  to  a  point  ]/2  in.  below  stock  rail  at  point. 

The  switch  rail  is  y2  in.  below  stock  rail  at  point,  is 
level  with  stock  rail  26  ins.  back  of  point,  is  ^g  in.  above 
stock  rail  3  ft.  10  ins.  back  of  point,  is  on  an  elevation 
of  Y%  in,  for  3  ft.  3  ins.  and  falls  gradually  to  level  of 
stock  rail  at  heel  of  switch. 

CHICAGO,  ROCK  ISLAND  &  PACIFIC  RAILWAY. — The 
15-ft.  split  switch  has  a  4^4 -in.  throw  at  switch  point. 
The  bend  in  main  stock  rail  begins  11  ins.  from  point,  the 
gauge  being  4  ft.  8  9/16  ins.  at  switch  point. 

The  switch  rail  is  *H$  m-  below  stock  rail  at  point,  is 
level  with  stock  rail  18  ins.  from  point,  rises  l/4  in.  above 
stock  rail  6  ft.  6  ins.  from  point,  is  on  an  elevation  of 
y\  in.  above  stock  rail  for  a  distance  of  4  ft.  8%  ins. 
and  then  falls  to  level  of  stock  rail  at  heel  of  switch. 

Two  adjustable  switch  rods  are  used.  Slide  plates 
are  6  ins.  wide  and  ^  ins.  in  thickness  with  pressed 
risers.  Reinforcing  bar  for  switch  rail  is  13^  ft.  long. 

89 


The  24-ft.  switch,  has  four  adjustable  tie  rods.  The 
top  of  switch  rail  is  planed  down  %  ins.  The  switch 
rail  is  s/g  in.  below  stock  rail -at  point,  rises  to  same  level 
3  ft.  6  ins.  from  point,  rises  y\  in.  above  stock  rail  10 
ft.  6  ins.  from  point,  remains  %  in.  above  stock  rail  for 
a  distance  of  9  ft.  3^4  ms.  and  then  falls  to  same  level 
at  heel  of  switch.  The  stock  rail  bend  begins  1  ft.  5^4 
ins.  from  point,  the  gauge  at  point  being  4  ft.  8  9/16 
ins.  Reinforcing  bars  'for  switch  rails  are  22  ft.  in 
length.  The  switch  angle  is  1  deg.  02  mins.  40  sees. 

CHICAGO,  ST.  PAUL,  MINNEAPOLIS  &  OMAHA  RAIL- 
WAY.— The  15-ft.  standard  split  switch  has  a  5-in.  throw. 
Two  adjustable  tie  rods  are  used.  Reinforcing  plates  for 
switch  rails  are  15  ft.  in  length. 

The  switch  rail  is  planed  down  ofl  top  to  a  distance 
of  9  ft.  and  planed  down  ^  in.  in  the  18  ins.  approach- 
ing* point.  Tie  plates  with  pressed  risers  are  used.  Two 
gauge  plates  are  used,  one  at  point  and  other  about  mid- 
way between  point  and  heel. 

CINCINNATI,  HAMILTON  &  DAYTON  RAILWAY. — The 
16^-ft.  switch  for  85-lb.  rail  has  a  5-in.  throw.  The 
stock  rail  is  bent  10J/2  ins.  from  point. 

The  switch  rail  is  planed  down  24  of  an  inch  in  the 
5  ft.  to  point.  At  point  switch  rail  is  'J/£  in.  lower  than 
stock  rail,  it  rises  J4  m-  above  stock  rail  at  distance  of 
5  ft.  from  point,  it  is  level  with  stock  rail  for  a  distance 
of  6  ft.  6  ins.  and  it  falls  to  level  of  stock  rail  in  the 
next  3  ft.  6  ins. 

Reinforcing  plates  are  j£  in.  in  thickness  and  13  ft. 
in  length.  Tie  plates  with  pressed  risers  are  used. 
Gauge  plate  is  used  at  point  and  stops  at  distance  of 
about  10  ft.  from  point. 

90 


CINCINNATI  NORTHERN  RAILROAD.  The  15-ft.  switch 
has  a  5-in.  throw.  The  stock  rail  is  bent  9  ins.  from 
point.  Two  tie  rods  are  used. 

The  standard  length  switch  now  is  16^  ft.  with  tie 
rods. 

DELAWARE  &  HUDSON  COMPANY. — The  15-ft.  switch 
rail  is  placed  down  ^  in.  on  top  a  distance  of  5  ft.  3  ins. 
from  point.  The  switch  rail  is  5/16  in.  below  stock  rail 
at  point,  it  rises  to  an  elevation  of  5/16  in.  above  stock 
rail  in  distance  of  5  ft.  3  ins.,  is  on  elevation  of  5/16  in. 
lor  a  distance  of  1  ft.  and  falls  to  level  of  stock  rail  in 
the  next  5  ft. 

Four  tie  rods  are  used  and  tie  plates  are  used  up  to 
fourth  tie  rod,  that  is  six  plates  on  each  rail.  The  gauge 
at  point  is  4  ft.  9  ins. 

DENVER  &  Rio  GRANDE  RAILROAD. — The  15-ft.  stand- 
ard split  switch  has  a  4^-in.  throw.  The  stock  rail  is 
bent  6^i  ins.  from  point  on  bend  of  1  in  34.  Four  tie 
rods  are  used  and  placed  on  3  ft.  4  in.  centers. 

The  switch  rail  is  planed  down  a  total  of  %  ins.  and 
is  y-2,  in.  below  stock  rail  at  point.  The  width  of  switch 
rail  is  9/16  in.  at  point. 

GREAT  NORTHERN  RAILWAY. — The  16^2 -ft.  split 
switch  has  a  5-in.  throw.  The  stock  rail  is  bent  12  ins. 
from  point. 

The  switch  rail  is  planed  down  1 1/16  in.  on  top.  It 
is  ¥s  in.  below  stock  rail  at  point,  it  rises  to  level  of  stock 
rail  at  distance  of  2  ft.  from  point,  it  rises  *4  m-  above 
stock  rail  in  the  next  5  ft.  and  then  falls  to  level  of 
stock  rail  at  heel  of  switch. 

Tie  plates  are  */2  in.  in  thickness  with  pressed  risers 

91 


from  1/16  to  ft  in.  Reinforcing  plates  for  switch  rail 
are  15  ft.  and  13  ft.  8T4  ins.  in  length. 

HARRIMAN  LINES. — The  15-ft.  split  switch  has  a  4%- 
in.  throw.  The  stock  rail  is  bent  llj/2  ins.  from  point, 
giving  a  gauge  at  point  of  4  ft.  8  9/16  ins. 

The  switch  rail  is  ft  ins.  below  stock  rail  at  point,  is 
level  with  stock  rail  18  ins.  from  point,  rises  54  in.  above 
stock  rail  6  ft.  6  ins.  from  point  and  then  falls  gradually 
to  level  of  stock  rail. 

Two  adjustable  insulated  tie-rods  are  used.  Rein- 
forcing plate  for  switch  rail  is  13^  ft.  long. 

On  the  24  ft.  split  switch,  the  switch  rail  is  ft  in.  be- 
low stock  rail  at  point,  is  level  with  stock  rail  3  ft.  6  ins. 
from  point,  rises  ft  in.  above  stock  rail  10  ft.  6  ins.  from 
point,  is  at  an  elevation  of  ?4  in.  above  stock  rail  for  a 
distance  of  2  ft.  3^4  ins.  and  then  falls  gradually  to  level 
of  stock  rail.  The  bend  in  stock  rail  is  1  ft.  5^  ins. 
from  point.  Five  insulated  adjustable  tie  rods  are  used 
and  placed  3  ft.  2  ins.  on  centers. 

ILLINOIS  CENTRAL  RAILROAD. — The  15-ft.  standard 
split  switch  has  a  4  9/16  in.  throw.  The  stock  rail  is 
bent  9  ins.  from  point,  giving  a  gauge  at  switch  point  of 
4  ft.  9  ins. 

The  switch  rail  is  planed  down  ^4  ins.  in  6  ft.  It  is 
about  ft  in.  below  stock  rail  at  switch  point,  rises  about 
Y^  in.  above  stock  rail  at  distance  of  6  ft.  from  point  and 
then  falls  to  level  of  stock  rail  at  heel  of  switch. 

Two  adjustable  tie  rods  are  used.  Reinforcement  plates 
for  switch  rail  are  13  ft.  2  ins.  long  and  12  ft.  10  ins. 
long. 

INTERCOLONIAL  RAILWAY. — The  15-ft.   standard  split 

92 


switch  has  a  5-in.  throw.  The  stock  rail  is  bent  1  ft, 
4^s  ins.  from  point.  Two  tie  rods  are  used. 

The  switch  rail  is  ^  in.  below  stock  rail  at  point  and 
rises  %  in.  above  stock  rail  5  ft.  from  point. 

LEHIGH  VALLEY  RAILROAD.  The  15-ft.  standard 
switch  has  a  4  in.  throw.  The  stock  rail  is  bent  12  ins, 
from  point,  giving  a  gauge  of  4  ft.  8%  ins.  at  switch 
point. 

The  switch  rail  is  planed  down  J/s  in.  on  top  for  rails 
under  90  Ibs.,  either  ^  or  J/g  in.  for  90-lb.  rail,  depend- 
ing on  type,  and  ^s  in.  for  100-lb.  rail.  With  90  A  and 
100  A  rail  the  switch  rail  is  ^  in.  below  stock  rail  at 
point,  rises  to  %  in.  above  stock  rail  at  distance  of  5% 
ft.,  is  at  elevation  of  %  in.  above  stock  rail  for  5^2  ft, 
and  then  falls  to  level  of  stock  rail  at  heel  of  switch. 

Two  tie  rods  are  used,  which  have  an  insulated  joint, 
if  necessary.  Reinforcing  bars  for  switch  rail  are  9  ft. 
5  ins.  long. 

With  the  21-ft.  standard  switch  the  throw  is  4  ins.  and 
three  tie  rods  are  used.  The  switch  rail  rises  y\  in, 
above  stock  rail  6  ft.  6  ins.  from  point. 

MICHIGAN  CENTRAL  RAILROAD. — The  standard  15-ft, 
switch  has  a  5-in.  throw.  The  stock  rail  is  bent  8  ins, 
from  point. 

The  switch  rail  is  24  in.  below  stock  rail  at  switch 
point.  The  total  amount  planed  from  top  of  rail  is  I^s 
ins.,  beginning  10  ft.  back  of  point.  The  switch  and 
stock  rails  are  on  same  level,  2  ft.  back  of  point.  Two 
adjustable  tie  rods  are  used. 

MISSOURI    PACIFIC    RAILWAY.     The    standard    13-ft. 

93 


split  switch  has  a  4^2 -in.  throw.     The  stock  rail  is  bent 
ST/2  ins.  from  point. 

The  switch  rail  is  J/2  in.  below  stock  rail  at  point,  is 
level  with  stock  rail  2  ft.  9  ins.  from  point,  is  %  in. 
above  stock  rail  4  ft.  from  point,  remains  at  an  elevation 
of  Y^  in.  above  stock  rail  for  4  ft.  and  falls  to  level  of 
stock  rail  at  heel  of  switch.  Two  adjustable  tie  rods 
are  used. 

With  the  11-ft.  switch  the  throw  is  ±l/2  ins.  and  bend 
in  stock  rail  is  7  ins.  from  point. 

NEW  YORK  CENTRAL  &  HUDSON  RIVER  RAILROAD. 
—The  15-ft.  switch  has  a  4-in.  throw.    The  stock  rail  is 
bent  1  ft.  4-M  ins.  from  point. 

The  switch  rail  is  ^  in.  below  stock  rail  at  point,  is 
54  in.  above  stock  rail  5  ft.  from  point,  remains  at  eleva- 
tion of  Y\  in.  above  stock  rail  for  5  ft.,  and  then  falls  to 
level  of  stock  rail. 

Two  adjustable  tie  rods  are  used.  Reinforcing  plates 
are  ^  in.  in  thickness  and  extend  the  length  of  switch 
rail. 

NEW  YORK,  NEW  HAVEN  &  HARTFORD  RAILROAD. — 
The  15-ft.  standard  split  switch  for  100-lb.  rail  has  a 
3?^- in.  throw.  The  stock  rail  is  bent  11^4  ins.  from 
point. 

The  switch  rail  is  ^  in.  below  stock  rail  at  point,  it 
rises  3/16  in.  above  stock  rail  at  distance  of  about  5  ft. 
€%  ins.  from  point  and  then  falls  gradually  to  same 
level  at  a  distance  of  about  3y2  ft.  from  heel.  Five  tie 
rods  are  used  and  placed  on  2-ft.  centers.  Spread  at  heel 
is  6%  ins. 

The  15-ft.  switch  for  80-lb.  rail  has  spread  of  5%  in. 
at  heel. 

PENNSYLVANIA   LINES   WEST   OF   PITTSBURGH. — The 

94 


18-ft.  standard  split  switch  has  a  4^ -in.  throw.  Two 
adjustable  tie  rods  are  used.  Reinforcing  plates  are 
l6T/2  ft.  in  length. 

The  switch  rail  is  ^2  in.  lower  than  stock  rail  at  point, 
is  level  with  stock  rail  about  2  ft.  9  ins.  from  point,  is 
%  in.  above  stock  rail  5  ft.  3  ins.  from  point,  remains  at 
an  elevation  of  T/A  in.  above  stock  rail  for  a  distance  of 
5  ft.  and  then  falls  to  level  of  stock  rail  in  the  next  5  ft. 
3  ins. 

With  the  30-ft.  switch,  the  switch  rail  is  y2  in.  below 
stock  rail  at  point,  is  l/\.  in.  above  stock  rail  9  ft.  from 
point,  remains  at  T/4  in.  above  stock  rail  for  10  ft.  and 
then  falls  to  elevation  of  stock  rail  in  next  8  ft.  Five 
tie  rods  are  used,  two  of  which  are  adjustable. 

PERE  MARQUETTE  RAILROAD.  The  15-ft.  standard 
split  switch  has  a  5-in.  throw.  Two  adjustable  tie  rods 
are  used. 

The  switch  rail  is  ^  in.  above  stock  rail  at  point,  is 
level  with  stock  rail  at  distance  of  18  ins.  from  point, 
is  y$  in.  above  stock  rail  at  distance  of  8  ft.  from  point 
and  then  falls  to  level  of  stock  rail  at  heel  of  switch. 

PHILADELPHIA  &  READING  RAILWAY. — The  standard 
switches  have  a  4-in.  throw.  The  construction  is  similar 
to  that  of  the  Central  Railroad  of  New  Jersey. 

W ABASH  RAILROAD. — The  standard  15-ft.  split  switch 
for  70-lb.  rerolled  rail  has  a  4^ -in.  throw.  The  stock 
rail  is  bent  8  ins.  from  point.  The  switch  rail  is  ^4  in. 
below  stock  rail  at  point,  is  even  with  stock  rail  8  ins. 
from  point,  is  ^  ins.  above  stock  rail  5  ft.  3  ins.  from 
point  and  then  falls  to  level  of  stock  rail  about  12  ft. 
from  point  of  switch. 

95 


Standard  Turnouts  and  Crossovers 

BALTIMORE  &  OHIO  RAILROAD. — With  turnouts  Xos. 
4  and  5,  11-ft.  switches  are  used ;  with  turnout  No.  6  a 
13-ft.  switch;  with  turnout  No.  7,  a  15-ft.  switch;  with 
turnout  Nos.  8  and  10,  16^-ft.  switches;  with  turnout 
No.  16,  a  24-ft.  switch,  and  with  turnout  No.  20,  a  30- 
ft.  switch. 

The  No.  8  turnout  with  16}^-ft.  switch  and  15-ft. 
spring  and  rigid  frog  has  a  lead  of  67  ft.  The  degree 
of  turnout  curve  is  12°  18'  08".  The  distance  from  toe 
to  point  of  frog  is  6  ft.  6  ins.  The  heel  clearance  of 
switch  is  0>l/2  ins. 

.  The  No.  10  turnout  with  \§l/2-i±.  switch  and  15-ft. 
spring  and  rigid  frog  has  a  lead  of  77  ft.  The  degree 
of  turnout  curve  is  7°  12'  12". 

The  No.  16  turnout  with  24-ft.  switch  and  20-ft 
spring  and  rigid  frog  has  a  lead  of  120  ft.  The  degree 
of  turnout  curve  is  2°  39'  26".  The  distance  from  toe 
to  point  of  frog  is  8  ft. 

The  No.  20  turnout  with  30-ft.  switch  and  27-ft.  rigid 
frog  has  a  lead  of  149  ft.  6  ins.  The  degree  of  curve  is 
1°  41'  17".  The  distance  from  toe  to  point  of  frog  is 
9  ft.  6  ins. 

With  crossover  No.  7  the  distance  from  point  to  point 
of  frogs  is  24  ft.  y>  in.;  with  No.  8,  27  ft.  7  ins.;  with 
No.  10,  34  ft.  8  ins. ;  with  No.  12,  41  ft.  8^4  ins. ;  with 
No.  16,  55  ft.  9V2  ins.,  and  with  No.  20,  69  ft.  10  ins. 
The  distance  between  track  centers  is  13  ft. 

CENTRAL  RAILROAD  OF  NEW  JERSEY. — The  No.  8  turn- 
out with  20-ft.  switch  and  12-ft.  frog  has  a  lead  of  72 
ft.  10  3-16  ins.  The  angle  of  switch  is  1°  27'  45",  angle 

96 


of  frogs  7°  09'  10",  and  the  radius  of  center  line  of  turn- 
out curve  is  482.69  ft.  The  distance  from  toe  to  point 
of  frog  is  4  ft.  I0y2  ins.  Standard  15-ft.  guard  rails  are 
used  with  all  turnouts  and  crossovers. 

The  No.  10  turnout  with  20-ft.  switch  and  15-ft.  frog 
has  a  lead  of  83  ft.  4  15-16  ins.  The  angle  of  frog  is 
5°  43'  29"  and  the  radius  of  center  line  of  turnout  curve 
is  765.32  ft.  The  distance  from  toe  to  point  of  frog  is 
6  ft.  5^  ins. 

*The  No.  12  turnout  with  20-ft.  switch  has  a  lead  of 
94  ft.  2l/2  ins.  The  angle  of  frog  is  4°  46'  19"  and  radius 
of  center  line  of  turnout  curve  is  1,175,39  ft.  The  dis- 
tance from  toe  to  point  of  frog  is  6  ft.  3^4  ins. 

The  No.  15  turnout  with  30-ft.  switch  has  a  lead  of 
126  ft.  7^  ins.  The  angle  of  switch  is  0°  54'  55°,  the 
angle  of  frog  is  3°  49'  06",  and  the  radius  of  center  line 
of  turnout  curve  is  1,754.45  ft.  The  distance  from  toe  to 
point  of  frog  is  8  ft.  ST/2  ins. 

CHICAGO  &  ALTON  RAILWAY. — The  No.  10  turnout 
with  18-ft.  switch  and  15-ft.  frog  has  a  lead  of  83  ft. 
The  distance  from  toe  to  point  of  frog  is  7  ft.  Guard 
rails  are  15  ft.  long  with  IJ/s  ins.  flangeway.  With  No. 
10  crossover  the  distance  between  frog  points  is  34  ft. 
9  ins.  for  13-ft.  track  centers. 

CHICAGO  &  NORTHWESTERN  RAILWAY. — The  No.  10 
turnout  with  15-ft.  switch  and  15-ft.  frog  has  a  lead  of 
81  ft.  6  ins.  from  switch  point  to  theoretical  frog  point. 
The  distance  from  toe  of  frog  to  theoretical  point  is  6  ft. 
6  ins.  The  angle  of  frog  is  5°  43'  30"  and  the  degree  of 
turnout  curve  is  6°  05'.  The  outside  rail  is  bent  to  curve 
of  884.3-ft.  radius.  With  the  No.  10  crossover  the  dis- 

97 


tance  between  theoretical  frog  points  is  36  ft.  1 15-16  ins. 

CHICAGO,  MILWAUKEE  &  ST.  PAUL  RAILWAY. — The 
No.  8^  turnout  with  15-ft.  switch  and  10-ft.  frog  has 
a  lead  of  71  ft.  The  distance  from  toe  to  point  of  frog 
is  4  ft.  The  guard  rails  are  10  ft.  long. 

The  No.  10  turnout  with  15-ft.  switch  and  15-ft.  spring 
frog  or  11-ft.  rigid  frog  has  a  lead  of  79  ft.  The  dis- 
tance from  toe  to  point  of  spring  frog  is  8  ft.  Spring 
frogs  are  used  in  main  track  and  rigid  frogs  in  other 
tracks. 

The  lead  of  No.  7  turnout  is  64  ft. 

CHICAGO,  ROCK  ISLAND  &  PACIFIC  RAILWAY.  —  The 
No.  10  turnout  with  15-ft.  switch  and  15-ft.  frog  has  a 
lead  of  77  ft.  8  ins.  The  degree  of  turnout  curve  is  7° 
18'.  The  distance  from  toe  to  point  of  frog  is  6  ft.  8  ins. 

The  No.  15  turnout  with  24-ft.  switch  and  20-ft.  frog 
has  a  lead  of  121  ft.  4*4  ins.  The  degree  of  turnout 
curve  is  3°  07'.  The  distance  from  toe  to  point  of  frog 
is  7  ft.  6  ins. 

With  crossover  No.  10  the  distance  between  frog  points 
is  30  ft.  WT/2  ins.  for  13-ft.  track  centers  and  with  No. 
15  crossover  the  distance  is  60  ft.  4%  ins. 

CHICAGO,  ST.  PAUL,  MINNEAPOLIS  &  OMAHA  RAIL- 
WAY.— The  No.  8  turnout  with  20-ft.  switch  is  58.8  ft. 
from  heel  of  switch  to  point  of  frog.  The  No.  9  turn- 
out with  20-ft.  switch  is  65  ft.  from  heel  of  switch  to 
point  of  frog,  and  the  No.  9  turnout  with  16-ft.  switch 
and  9-ft.  frog  is  63  ft.  from  heel  of  switch  to  point  of 
frog,  the  distance  between  toe  and  point  of  frog  being 
3  ft. 

GREAT  NORTHERN  RAILWAY. — The  No.  9  turnout  with 

98 


15-ft.  switch  and  rigid  frog  has  a  lead  of  78  ft.  6  ins. 
The  distance  from  toe  to  point  of  frog  is  7  ft. 

The  No.  9  turnout  with  15-ft.  switch  and  15-ft.  spring 
rail  frog  has  a  lead  of  72  ft.  The  distance  from  toe  to 
point  of  frog  is  8  ft. 

The  No.  11  turnout  with  16^-ft.  switch  and  16^-ft. 
spring  rail  frog  has  a  lead  of  85  ft.  The  switch  angle  is 
1°  39',  the  frog  angle  is  5°  12',  and  the  degree  of  turn- 
out curve  is  6°  04'.  The  distance  from  toe  to  point  of 
frog  is  7  ft.  6  ins.  The  clearance  at  heel  of  switch  is 
6  ins. 

HARRIMAN  LINES. — The  No.  6  turnout  with  10-ft. 
switch  and  9-ft.  frog  has  a  lead  of  48  ft.  10^$  ins.  The 
degree  of  turnout  curve  is  19°  59'.  The  distance  from 
toe  to  point  of  frog  is  3  ft.  6  ins. 

The  No.  6  turnout  with  15-ft.  switch  and  9-ft.  frog 
has  a  lead  of  56  ft.  6  1-16  ins.  The  degree  of  turnout 
curve  is  20°  46'. 

The  No.  7  turnout  with  10-ft.  switch  and  10-ft.  frog 
has  a  lead  of  54  ft.  2  9-16  ins.  The  degree  of  turnout 
curve  is  14°  06'.  The  distance  from  toe  to  point  of 
frog  is  3  ft.  9>^  ins. 

The  No.  7  turnout  with  15-ft.  switch  and  10-ft.  frog 
has  a  lead  of  62  ft.  7  11-16  ins.  The  degree  of  turnout 
curve  is  14°  52'. 

The  No.  9  turnout  with  15-ft.  switch  and  12-ft.  frog 
has  a  lead  of  73  ft.  9  5-16  ins.  The  degree  of  turnout 
curve  is  8°  43'.  The  angle  of  frog  is  6°  22'.  The  dis- 
tance from  toe  to  point  of  frog  is  4  ft.  ll/2  ins.  Guard 
rails  for  the  above  turnouts  are  10  ft.  long. 

The  No.  10  turnout  with  15-ft.  switch  and  15-ft.  frog 


has  a  lead  of  78  ft.  49-16  ins.  The  angle  of  frog  is  5° 
44'  and  degree  of  turnout  curve  is  7°  10'.  The  distance 
from  toe  to  point  of  frog  is  6  ft.  2  ins.  Guard  rails  are 
15  ft.  long. 

The  No.  12  turnout  with  15-ft.  switch  and  16^ -ft. 
frog  has  a  lead  of  87  ft.  7  9-16  ins.  The  angle  of  frog 
is  4°  46'  and  degree  of  turnout  curve  is  4°  54'.  The  dis- 
tance from  toe  to  point  of  frog  is  6  ft.  7  ins.  Guard  rails 
are  15  ft.  long. 

The  No.  14  turnout  with  24-ft.  switch  and  18-ft.  frog 
has  a  lead  of  115  ft.  2  11-16  ins.  The  angle  of  frog  is 
4°  06'  and  degree  of  turnout  curve  is  3°  36'.  The  dis- 
tance from  toe  to  point  of  frog"  is  6  ft.  9  ins.  Guard 
rails  are  15  ft.  long. 

ILLINOIS  CENTRAL  RAILROAD. — The  No.  7  turnout 
with  12-ft.  switch  and  lV/>-it.  frog  has  a  lead  of  57  ft. 
4%  ins.  The  distance  from  toe  to  point  of  frog  is  4  ft. 
6  ins.  The  degree  of  turnout  curve  is  15°.  Guard  rails 
are  15  ft.  long.  The  clearance  at  heel  of  switch  is  5^4 
ins. 

The  standard  main  track  No.  10  turnout  with  15-ft. 
switch  and  14-ft.  spring  frog  has  a  lead  of  78  ft.  ^4  m- 
The  distance  from  toe  to  point  of  frog  is  7  ft.  The 
angle  of  switch  is  1°  42'  39",  the  angle  of  frog  5°  43' 
55",  and  the  degree  of  turnout  curve  is  7°  22'  32",  the 
radius  being  777.37  ft.  The  clearance  at  heel  of  switch 
is  5V2  ins.  Guard  rails  are  15  ft.  long.  With  No.  10 
crossover  the  distance  from  point  to  point  of  frog  is  34 
ft.  yy2  ins.  for  13-ft.  track  centers,  44  ft.  7>£  ins.  for 
14-ft.  track  centers  and  54  ft.  6^  ins.  for  15-ft.  track 
centers. 

100 


INTERCOLONIAL  RAILWAY. — The  No.  8  turnout  with 
15-ft.  switch  and  12-ft.  frog  has  a  lead  of  67  ft.  T  ins. 
The  distance  from  toe  to  point  of  frog  is  4  ft.  10  ins. 
The  degree  of  turnout  curve  is  11°  32',  the  radius  being 
497.4  ft.  The  clearance  at  heel  of  switch  is  5^  ins. 

The  No.  9  turnout  with  15-ft.  switch  and  12-ft.  frog 
has  a  lead  of  73  ft.  5  ins.  The  distance  from  toe  to 
point  of  frog  is  4  ft.  10^  ins.  The  degree  of  turnout 
curve  is  8°  48',  the  radius  being  652.6  ft.  The  clear- 
ance at  heel  of  switch  is  5l/>  ins. 

The  No.  9  turnout  with  15-ft.  switch  and  15-ft.  spring 
frog  has  a  lead  of  72  ft.  2l/2  ins.  The  distance  from  toe 
to  point  of  frog  is  6  ft.  10^  ins.  The  degree  of  turnout 
curve  is  9°  22',  the  radius  being  612.4  ft.  The  clear- 
ance at  heel  of  switch  is  5^  ins. 

The  No.  10  turnout  with  15-ft.  switch  and  15-ft.  spring 
frog  has  a  lead  of  77  ft.  8  ins.  The  distance  from  toe 
to  point  of  frog  is  7  ft.  The  degree  of  turnout  curve  is 
7°  20',  the  radius  being  781.5  ft.  The  clearance  at  heel 
of  switch  is  5^  ins.  The  angle  of  switch  is  1°  40'  and 
angle  of  frog  is  5°  44'. 

KANSAS  CITY,  MEXICO  &  ORIENT  RAILWAY.— The  No. 
C  turnout  with  15-ft.  switch  and  9^-ft.  frog  has  a  lead 
of  56  ft.  3%  ins.  The  angle  of  switch  is  1°  40',  the  angle 
of  frog  is  9°  32'  and  the  degree  of  turnout  curve  is  20° 
4'.  The  distance  from  toe  to  point  of  frog  is  3  ft.  6  ins. 
Clearance  at  heel  of  switch  is  5^  ins.  Guard  rails  are 
10  ft.  long. 

The  No.  7  turnout  with  15-ft.  switch  and  lO^-ft. 
frog  has  a  lead  of  62  ft.  3  15-16  ins.  The  angle  of  frog 
is  8°  10'  and  the  degree  of  turnout  curve  is  15°.  The 
distance  from  toe  to  point  of  frog  is  3  ft.  lOJ^  ins. 


The  No.  9  turnout  with  15-ft.  switch  and  12-ft.  8^-in. 
frog  has  a  lead  of  73  ft.  2J/s  ins.  The  angle  of  frog  is 
6°  22'  and  degree  of  turnout  curve  is  8°  43'.  The  dis- 
tance from  toe  to  point  of  frog  is  5  ft.  5-16  in. 

The  No.  10  turnout  with  15-ft.  switch  and  14-ft.  frog 
has  a  lead  of  78  ft.  4*/£  ins.  The  distance  from  toe  to 
point  of  frog  is  5  ft.  6  ins.  Guard  rails  are  10  ft.  long. 

LEHIGH  VALLEY  RAILROAD. — The  No.  12  turnout  with 
15-ft.  switch  has  a  lead  of  84.03  ft.  The  distance  from 
toe  to  point  of  frog  is  7  ft.  The  clearance  at  heel  of 
switch  is  6  ins.  The  frog  angle  is  4°  46'  and  degree  of 
turnout  curve  is  5°,  the  radius  being  1,146.01  ft.  Guard 
rails  are  15  ft.  long.  With  the  No.  12  crossover  the  dis- 
tance from  point  to  point  of  frogs  is  44.07  ft.  for  13-ft. 
track  centers. 

The  No.  10  crossover  with  15-ft.  switch  has  a  lead  of 
74.93  ft.  The  frog  angle  is  5°  44',  and  the  degree  of 
turnout  curve  is  7°  33',  the  radius  being  759.16  ft.  The 
distance  from  point  to  point  of  frogs  is  37*4  ft. 

MISSOURI,  KANSAS  &  TEXAS  RAILWAY. — The  No.  7 
turnout  with  15-ft.  switch  and  15-ft.  frog  has  a  lead  of 
62  ft.  \}/2  ins.  The  distance  from  toe  to  point  of  frog 
is  7  ft.  1J/2  ins.  The  clearance  at  heel  of  switch  is  5l/2 
ins. 

The  No.  9  turnout  with  15-ft.  switch  and  15-ft.  spring 
frog  has  a  lead  of  71  ft.  11^  ins.  Guard  rails  are  15 
ft.  long. 

MISSOURI  PACIFIC  RAILWAY. — The  No.  4  turnout  with 
11-ft.  switch  and  8-ft.  frog  has  a  lead  of  40  ft.  The 
distance  from  toe  to  point  of  frog  is  3  ft.  The  degree 
of  turnout  curve  is  49°  46'  12".  The  clearance  at  heel 
of  switch  is  &y2  ins. 

-    103 


The  No.  6  turnout  with  13-ft.  switch  and  8-ft.  frog 
ha's  a  lead  of  54  ft.-  The  distance  from  toe  to  point  of 
frog  is  3  ft.  The  degree  of  turnout  curve  is  19°  58'  20". 

The  No.  8  turnout  with  13-ft.  switch  and  15-ft.  frog 
has  a  lead  of  63  ft.  6  ins.  The  distance  from  toe  to 
point  of  frog  is  6  ft.  6  ins.  The  degree  of  turnout  curve 
is  11°  48'  30". 

The  No.  10  turnout  with  15-ft.  switch  and  15-ft.  frog 
has  a  lead  of  74  ft.  6  ins.  The  degree  of  turnout  curve 
is  6°  54'.  The  distance  from  toe  to  point  of  frog  is  6  ft. 
G  ins.  The  clearance  at  heel  of  switch  is  §l/2  ins. 

The  No.  20  turnout  with  30-ft.  switch  and  27-ft.  frog 
has  a  lead  of  149  ft.  6  ins.  The  distance  from  toe  to 
point  of  frog  is  9  ft.  6  ins.  The  clearance  at  heel  of 
switch  is  6^2  ins.  The  degree  of  turnout  curve  is  1° 
40'  28". 

PENNSYLVANIA  LINES  WEST  OF  PITTSBURG. — The 
No.  6  turnout  with  18-ft.  switch  and  8-ft.  frog  has  a 
lead  of  54  ft.  The  radius  of  turnout  curve  is  244  ft. 
The  distance  from  toe  to  point  of  frog  is  3  ft. 

The  No.  7  turnout  with  18-ft.  switch  and  15-ft.  spring 
frog  has  a  lead  of  64^  ft.  The  distance  from  toe  to 
point  of  frog  is  6%  ft.  The  radius  of  turnout  curve  is 
356.7  ft. 

The  No.  8  turnout  with  18-ft.  switch  and  15-ft.  frog 
has  a  lead  of  74^4  ft.  The  distance  from  toe  to  point  of 
frog  is  63^  ft.  The  radius  of  turnout  curve  is  528.5  ft. 

The  No.  10  turnout  with  18-ft.  switch  and  15-ft.  frog 
has  a  lead  of  84^  ft.  The  distance  from  toe  to  point  of 
frog  is  6y2  ft.  The  radius  of  turnout  curve  is  859.8  ft. 

The  No.  15  turnout  with  18-ft.  switch  and  20-ft.  frog 

103 


has  a  lead  of  106  ft.  The  distance  from  toe  to  point  of 
frog  is  8  ft.  The  radius  of  turnout' curve  is  2,190  ft. 

The  No.  15  turnout  curve  with  30-ft.  switch  and  20- 
ft.  frog  has  a  lead  of  125y2  ft.  The  distance  from  toe  to 
point  of  frog  is  8  ft.  The  radius  of  turnout  curve  is 
1,787.5  ft. 

The  No.  20  turnout  with  30-ft.  switch  and  27-ft.  frog 
has  a  lead  of  149^  ft.  The  distance  from  toe  to  point 
of  frog  is  $y2  ft.  The  radius  of  turnout  curve  is  3,438  ft. 

With  crossover  No.  7,  the  distance  between  frog  points 
for  13-ft.  track  centers  is  24  ft. ;  with  No.  8,  27  ft.  7  3-16 
ins.;  with  No.  10/34  ft.  83-16  ins.;  with  No.  15,  52  ft. 
•3y2  ins.;  and  with  No.  20,  69  ft.  7^4  ins. 

ST.  Louis  SOUTHWESTERN  RAILWAY. — The  No.  7 
turnout  with  12-ft.  switch  and  7-ft.  rigid  frog  has  a  lead 
of  59  ft.  6>4  ins.  The  distance  from  toe  to  point  of  frog 
is  2  ft.  iy2  ins. 

The  No.  7  turnout  with  15-ft.  switch  and  15-ft  spring 
frog  has  a  lead  of  62  ft.  \l/2  ins.  The  distance  from  toe 
to  point  of  frog  is  7  ft.  \V2  ins. 

The  No.  9  turnout  with  15-ft.  switch  and  9-ft.  rigid 
frog  has  a  lead  of  74  ft.  4^  ins.  The  distance  from  toe 
to  point  of  frog  is  3  ft.  4^  ins. 

The  No.  9  turnout  with  15-ft.  switch  and  15-ft.  spring 
frog  has  a  lead  of  72  ft.  \.l/2  ins.  The  distance  from  toe 
to  point  of  frog  is  7  ft.  ll/2  ins. 

The  No.  11  turnout  with  15-ft.  switch  and  15-ft. 
spring  frog  has  a  lead  of  82  ft.  ll/2  ins.  The  distance 
from  toe  to  point  of  frog  is  7  ft.  ll/2  ins. 

The  No.  12  turnout  with  15-ft.  switch  and  15-ft.  spring 
frog  has  a  lead  of  92  ft.  iy>  ins.  The  distance  from  toe 
to  point  of  frog  is  7  ft.  iy2  ins. 

104 


CHAPTER  VII. 

Tie  Plates 

THE  many  designs  of  tie  plates,  shown  herewith 
evidence  the  difference  of  opinion  which  exists 
among  engineers  as  to  the  form  of  plate  that  is  most 
effective  in  securing  the  desired  results.  Besides  the 
deviation  in  the  form  of  plates,  there  is  also  a  wide  vari- 
ation in  the  dimensions  of  plates  for  the  same  weight 
of  rail.  It  may  not  be  possible  for  engineers  to  agree 
upon  the  best  design  without  extensive  investigations, 
yet  it  should  not  be  so  difficult  to  arrive  at  more  com- 
mon conclusions  in  regard  to  the  necessary  dimensions. 

The  thickness  of  plates  is  shown  to  vary  between  y% 
and  y2  in. ;  the  width  to  vary  between  5  and  8  ins.,  and 
the  length  between  8  and  9  ins.  These  dimensions  re- 
fer particularly  to  the  tie  plates  for  85-lb.  rail,  includ- 
ing both  flat  and  flanged  plates.  If  the  plate,  7  or  8  ins. 
in  width,  does  not  protect  the  tie  better  than  the  6-in. 
plate  and  does  not  have  any  appreciable  increase  in  life 
over  the  narrower  plate,  then  the  use  of  a  6-in.  plate 
certainly  represents  economy.  With  regard  to  the  length 
of  plates  the  same  proposition  holds  good,  but  concern- 
ing the  thickness  of  plates  the  different  designs  will 
not  allow  of  a  recommendation  for  a  standard  thickness 
without  limiting  conditions. 

Some  plates  are  of  the  same  thickness  throughout, 
while  others  are  heavier  at  the  shoulder  of  the  plate  than 
at  the  ends.  There  are  too  many  designs  to  refer  to 
details,  but  as  a  general  proposition  it  can  be  seen  that 

305 


in  many  designs  there  is  no  need  for  a  continuation  of 
the  same  thickness  throughout  the  length  of  the  plate. 

Referring  to  the  punching  of  plates  many  arrange- 
ments of  spike  holes  are  used.  Plates  are  punched  with 
two,  three,  four  and  five  holes.  Some  can  be  used  as 
right  and  left  plates,  some  for  two  or  more  weights  of 
rail  and  some  for  intermediate  and  joint  plates.  Prob- 
ably the  most  important  arrangement  is  the  one  for  two 
weights  of  rail  where  a  change  in  rail  is  contemplated. 
To  some  engineers  the  two-hole  plate  made  in  rights 
and  lefts  is  preferable  for  ordinary  conditions,  because 
with  this  plate  there  are  no  open  spike  holes  and  water 
is  not  as  accessible  to  the  bottom  of  plate,  there  is  no 
opportunity  for  the  track  man  to  put  in  more  than  the 
necessary  number  of  spikes  and  the  distance  between 
spike  holes  can  be  maintained  at  approximately  3  ins., 
which  is  not  possible  in  a  6-in.  plate  with  three  spike 
holes  for  right  and  left  plates. 

The  object  of  this  arrangement  is  to  afford  a  compari- 
son of  the  various  designs  of  tie  plates  and  to  indicate 
the  present  practice  of  certain  railroads.  It  was  deemed 
best  to  illustrate  the  several  methods  of  punching  tie 
plates,  the  transverse  and  longitudinal  sections  of  plates 
and  the  character  of  the  flange  on  the  bottom  of  the 
plate  where  sections  would  not  suffice. 

In  Figure  1,  the  methods  of  punching  intermediate 
plates  are  given.  Diagrams  Nos.  1  and  2  indicate  the 
punching  of  right  and  left  hand  plates  with  or  without 
shoulders,  while  Nos.  3  and  3a  show  the  punchings 
which  permit  of  the  use  of  a  single  plate  for  both  sides 
of  the  track.  Diagram  No.  4  shows  a  plate  for  two 

106 


different  widths  of  rail  bases.  Diagrams  Nos.  5  and  6 
show  four-hole  plates  which  may  be  used  as  either  rights 
or  lefts,  the  only  difference  being  that  the  spike  holes 
in  No.  6  are  slightly  staggered.  Diagram  No.  7  is  for 
use  with  two  widths  of  rail  bases  or  two  weights  of 
rail.  Diagrams  Nos.  8  and  9  are  right  and  left  plates 
for  two  widths  of  rail  bases  and  are  not  shoulder  plates. 
Diagrams  Nos.  10  and  11  have  special  punchings,  illus- 
trating plates  now  in  use. 


a 

c 

a 

No.  3 


C 

a 

C 

Me.  3  a 


a 

c 

a 

No.  4 


No.?  No.io  bio.// 

Fig.   1.     Punching   Diagrams  for   Intermediate   Plates. 
107 


In  Fig".  2  the  methods  of  punching  joint  plates 
are  shown.  With  the  shoulder  joint  plate  and  spike  hole 
inside  of  shoulder,  the  angle  bar  is  usually  slotted  for 
the  spikes  and  rests  against  the  shoulder.  With  the 
low  shoulder  joint  plate  and  spike  hole  at  edge  of  plate, 
the  base  of  rail  may  rest  against  the  shoulder  and  the 
angle  bar  extend  beyond  the  shoulder.  Plates  without 
shoulders  are  made  both  for  angle  bars  with  slotting 
and  for  angle  bars  without  slotting,  the  distance  be- 
tween spike  holes  being  increased  over  that  for  inter- 
mediate plates.  Various  methods  of  punching  which 
embody  the  above  principles  are  shown  herewith.  Joint 
plates  are  usually  longer  than  intermediate  plates  and 
in  some  cases  are  wider. 

In  Figure  3,  transverse  sections  of  plates,  taken 
parallel  to  the  rails,  are  shown.  The  flat  plate  without 
shoulder,  the  flat  plate  with  shoulder  and  flanged  plates 
with  or  without  shoulders  are  indicated.  Flanges  of 
several  depths  and  arranged  in  various  ways  are  given. 
Corrugated  upper  surfaces  are  indicated  with  the  ex- 
ceptions of  certain  plates  upon  which  the  corrugations 
rise  above  the  main  body  of  the  plate. 

In  Figure  4,  longitudinal  sections  of  plates,  taken  in 
the  direction  of  the  tie,  are  given:  Flanges  are  shown 
which  are  placed  across  the  tie  and  against  the  grain  of 
the  wood.  One  section  shows  a  plate  reinforced  beneath 
the  shoulder.  Plates  are  also  grooved  near  the  center 
where  it  is  not  necessary  to  have  the  full  thickness  of 
metal  to  maintain  strength.  Other  plates  decrease  in 
thickness  from  the  shoulder  to  the  inner  end  of  plate 
and  thus  cant  the  rail. 

In  Figure  5,  certain  arrangements  of  flanges  and  cor- 

108 


r 


No.  3 


No.  4 


c 

3 

Q 

No.  7 


C 

a 

D       a 

D 

a 
a 

No.  6 


No.  10 


Nt>.\2 


No.  I/ 

Fig.    2.      Punching    Diagrams   for   Joint    Plates. 

rugations  are  shown.  Diagonal  flanges  or  corrugations, 
as  they  are  best  termed  on  account  of  their  small  depth 
and  arrangement,  are  shown  on  one  plate,  the  corruga- 
tions being  about  ^-inch  in  depth.  .  No.  2  shows  more 
clearly  the  arrangement  of  flanges  shown  in  No.  10, 
Figure  3,  and  No.  3,  Figure  4. 

In  the  following  paragraphs,  descriptions  of  standard 
tie  plates  are  given,  concluding  with  a  table  of  dimen- 
sions. 

109 


No.l  No.2  No.3 


No.  4  No.  5  No.  6 

No.7  No.*  No.  9 


No.  10 

Fig.  3.     Transverse  Sections  of  Plates. 

CENTRAL  RAILROAD  OF  NEW  JERSEY.  —  The  standard 
tie  plates  are  6x9x*/2-ins.  with  5-16-in.  shoulders.  The 
punching  diagram  is  shown  by  diagram  No.  11,  Figure 
1.  The  sections  are  similar  to  diagram  No.  2,  Figure 
3,  and  Diagram  No.  8,  Figure  4.  The  joint  plates  are 
8x1  lx^  -ins.  and  the  punching  diagram  for  these  plates 
is  shown  by  Diagram  No.  12,  Figure  2.  The  plates  are 
made  of  wrought  iron  or  low  carbon  rolled  steel. 

CHICAGO  &  NORTHWESTERN  RAILWAY.  —  The  standard 
tie  plates  for  80-  and  90-lb.  rail  are  5x8^x^-ins.  The 
transverse  section  of  plate  is  shown  by  Diagram  No. 
?',  Figure  3.  The  punching  diagrams  are  similar  to  Dia- 
grams No.  8  and  9,  Figure  1.  The  distance  between 
centers  of  spike  holes  is  2^-ins. 

CHICAGO,  BURLINGTON  &  QUINCY  RAILROAD.  —  The 
standard  tie  plates  are  6x8^x^  ins.,  with  5-16  in.  shoul- 
ders. The  punching  diagrams  for  intermediate  plates  are 
similar  to  diagrams  Nos.  1,  2  and  4,  Fig.  1.  The  distance 
between  spike  holes  is  2  ins.  The  bottom  surface  has 
J^-in.  corrugations  as  shown  in  diagram  No.  1.  Fig.  5. 

110 


No.  I  Mo.  2 


No. 5- 


No. 7  No.  *  No. 


No.  (0 

Fig.   4.      Longitudinal    Sections   of   Plates. 

The  longitudinal  sections  of  the  plates  are  similar  to 
diagram  No.  6  with  the  exception  of  the  corrugations 
on  the  bottom  surface. 

CHICAGO,  MILWAUKEE  &  ST.  PAUL  RAILWAY. — The 
standard  tie  plates  for  85-lb.  rail  5x8x9-32  ins.  The 
shoulder  is  J4  m-  high  and  is  placed  only  between  the 
spike  holes.  The  distance  between  centers  of  spike 
holes  is  y/2,  ins.  The  punching  diagram  for  intermedi- 
ate plates  is  similar  to  diagram  No.  5,  Figure  1,  and  for 
joint  plates  is  similar  to  No.  9,  Figure  2.  The  joint 
plates  do  not  have  a  shoulder  and  the  distance  between 
spike  holes  is  increased  to  conform  to  slotting  of  splice 
bars.  The  flanges  are  J4  m-  wide  and  24  in.  deep,  be- 
ing located  as  shown  in  diagram  No.  3,  Figure  5.  Dia- 
gram No.  2,  Figure  4,  shows  a  longitudinal  section  of 
plate  without  flanges.  The  plates  are  made  of  malle- 
able iron. 

ill 


DENVER  &  Rio  GRANDE  RAILROAD. — The  standard  tie 
plates  for  85-lb.  rail  are  6x8x5-16  ins.  with  y2  in.  shoul- 
ders and  7x8*/2X^  ins.  with  5-16  shoulders.  The  punch- 
ing diagrams  are  similar  to  diagrams  Nos.  3  and  5,  Fig- 
ure 1.  The  distance  between  centers  of  spike  holes  for 
the  4-hole  plate  is  4^  ins.  and  for  the  3-hole  plate  3^4 
ins.  The  first  design  of  plate  has  a  section,  shown  by 
diagram  No.  11,  Figure  3,  and  the  second  design  has  a 
section  similar  to  diagram  No.  7,  Figure  4,  with  the 
exception  of  transverse  corrugations  on  the  top  of  plate. 
The  punching  diagram  for  joint  plates  is  shown  by  dia- 
gram No.  8,  Figure  2.  The  joint  plates  are  about  1  in. 
longer  than  the  intermediate  plates. 

GRAND  RAPIDS  &  INDIANA  RAILWAY. — The  standard 
tie  plates  for  85-lb.  rail  are  5x7^x^  ins.  The  punch- 
ing diagrams  are  similar  to  No.  5,  Figure  1.  The  trans- 
verse section  of  plate  is  similar  to  No.  2,  Figure  3,  but 
it  has  a  flange  on  bottom  surface  which  is  /4-in.  wide 
and  y%  in.  deep  extending  the  full  length  of  plate. 

GREAT  NORTHERN  RAILWAY. — The  tie  plates  are  made 
6x8  ins.,  but  vary  in  thickness  from  5-16  to  y2  in.  The 
height  of  shoulder  varies  between  ^  and  Y%  ins.  The 
punching  diagrams  are  similar  to  diagrams  Nos.  2,  3 
and  5,  Figure  1.  The  distance  between  centers  of  spike 


No.  I 


No.  2 

Fig.   5.      Bottom    Views   of   Plates. 
112 


No.* 


holes  is  3  ins.  One  design  of  plate  has  a  section  similar 
to  diagram  No.  8,  Figure  3,  with  short  flanges  ^  in. 
deep  am!  long  flanges  15-16  ins.  deep;  a  second  design 
of  plate  has  flanges  7-16x2  ins.,  $/&  in.  deep,  similar  to 
diagram  No.  4,  Figure  5 ;  a  third  design  has  a  section 
similar  to  diagram  No.  2,  Figure  4,  and  a  fourth  design- 
has  flanges  5-16x1  in.,  1^4  ins.  deep,  similar  to  diagram 
No.  2,  Figure  5.  Plates  of  rolled  steel  and  malleable 
iron  are  used. 

HARRIMAN  LINES. — The  standard  tie  plates  for  90-llx 
rail  are  8x8^x7-16  ins.  The  shoulder  is  l/\.  in.  high. 
The  punching  diagram  is  similar  to  diagram  No.  5,. 
Figure  1,  but  holes  are  staggered.  Sections  of  the  plate 
are  given  by  diagram  No.  1,  Figure  3,  and  diagram  No. 
1),  Figure  4.  The  distance  between  centers  of  spike  holes 
is  3  ins. 

Note. — Plates  described  in  this  particular  note  are  the 
only  ones  applicable  to  Harriman  Lines.  Plates  for  oth- 
er weights  of  rail  are  of  same  general  dimensions. 

Note. — Figures  showing  weights  of  rail  with  which 
tie  plates  are  to  be  used  are  rolled  in  plate. 

INTERCOLONIAL  RAILWAY. — The  intermediate  steel  tie 
plates  for  80-lb.  rail  are  5x8x7-16  ins.  tapered  to  ^  in. 
The  distance  between  centers  of  spike  holes  is  2%  ins. 
The  punching  diagrams  are  similar  to  diagrams  Nos.  1 
and  2,  Figure  1.  The  longitudinal  section  of  the  plate 
is  shown  by  diagram  No.  10,  Figure  4. 

ILLINOIS  CENTRAL  RAILROAD. — The  standard  tie  plates 
for  85-lb.  rail  are  5^x8x7-16  ins.  with  l/4  in.  shoulders. 
The  distance  between  spike  holes  is  5J4  ms-  f°r  85-lb. 
rail.  The  punching  diagram  for  intermediate  plates  is 

113 


Tie  Plate  Dimensions 

?         .          *          I 

3        s  I          1 

*  ^  5  *  ,§ 

S  <S  M 

Railroad-  g  *  . 

f!     I      I      !      I- 

€.  R.  of  N.  J...  90  1/2  6  9  5/16 

C.  &  N-W 90  3/8  5  Sy2  

C,  B.  &  Q 85  1/2  6  8*/2  5/16 

C.,  M.  &  St.  P.  85  .    5/16  6  8  1/4 

D.  &  R.  G 85  3/8  7      .  Sl/2  5/16 

G.  R.  &  I 85  3/8  5  7^  1/4 

•G.    N 90  1/2  6  Sl/2  5/16 

Har.   Lines 90  7/16  8  8%  1/4 

111.   Cent 85  7/16  5^  8  1/4 

Inter-Col 80  7/16  5  8 

L.  V 90  3/8  5  8  5/16 

Mich.    Cent 100  3/8  5  9  1/2 

Mo.    Pac 85  1/2  6^  8^  1/4 

P.  L.  W.  of  P..  85  1/2  7  Sy4  3/8 

P.  L.  W.  of  P.. 100  5/8  7  9  3/8 

Phila.  &  Read..  90  1/2  6  9  5/16 

•similar  to  diagram  No.  3,  Figure  1.  The  longitudinal 
section  is  similar  to  diagram  No.  7,  Figure  4.  The 
punching  diagram  for  joint  plates  is  similar  to  diagram 
No.  6,  Figure  2,  the  length  of  the  plates  being  9  ins. 

LEHTGH  VALLEY  RAILROAD. — The  standard  tie  plates 
for  90-lb.  rail  are  5x8x^  ins.  and  5x8>4x5-16  ins.  The 
first  design  of  plate  has  four  flanges  as  indicated  by 
diagram  No.  2,  Figure  5,  and  the  second  design  has  a 
transverse  section  similar  to  diagram  No.  8,  Figure  3, 

114 


The  intermediate  and  joint  plates  are  punched  similar 
to  diagrams  Nos.  1  and  2,  Figure  1.  The  first  design 
is  a  shoulder  plate  and  the  distance  between  centers  of 
spike  holes  is  2  ins.  for  intermediate  and  4  ins.  for  joint 
plates,  the  width  of  joint  plate  being  6^  ins.  In  the 
second  design  the  distance  between  centers  of  spike  holes 
is  2^4  ins.  for  intermediate  plates  and  4  ins.  for  joint 
plates,  the  width  of  joint  plate  being  6  ins. 

PENNSYLVANIA  LINES  WEST  OF  PITTSBURG. — The 
standard  tie  plates  of  85-lb.  rail  are  7x8  J4X^  ins.  and 
for  100-lb.  rail  are  7x9x^  ins.  The  shoulder  on  these 
plates  is  y%  in.  high.  The  plates  are  punched* similar  to 
diagram  No.  10,  Figure  1,  and  have  four  ^xl  in.  flanges, 
l*/4  in.  deep  as  indicated  by  diagram  No.  10,  Figure  3; 
diagram  No.  3,  Figure  4,  and  diagram  No.  2,  Figure  5. 
Diagram  No.  7,  Figure  4,  shows  a  longitudinal  section 
of  plate  without  flanges.  The  distance  between  centers 
of  spike  holes  is  3^4  ins. 

PHILADELPHIA  &  READING  RAILWAY. — The  standard 
tie  plates  are  of  the  same  design  as  those  for  the  Cen- 
tral Railroad  of  New  Jersey. 

MICHIGAN  CENTRAL  RAILROAD. — The  standard  tie 
plates  for  100-lb.  rail  are  5x9x^8  ins.,  and  for  60  to  80- 
Ib.  rail  are  5x8x^4  ins.  The  shoulder  is  J^  in.  high. 
There  are  four  flanges,  as  indicated  by  diagram  No.  4, 
Figure  3,  the  inner  flanges  being  'J/£  in.  deep  and  the 
outer  flanges  being  ^4  in.  deep.  The  punching  diagram 
for  tie  plates  for  100-lb.  rail  is  similar  to  diagram  No.  3, 
Figure  1.  The  tie  plates  for  60,  65  and  80-lb.  rail  are 
punched  with  four  spike  holes. 

MISSOURI  PACIFIC  RAILWAY. — The  standard  tie  plates 

115 


for  75  and  85-lb.  rails  are  made  6>4x8^jx^  ins.  and 
6x8x^  ins.,  with  ^4 -in.  shoulders.  The  punching  dia- 
grams are  similar  to  diagram  No.  7,  Figure  1.  The 
bottom  surface  of  the  smaller  plate  is  corrugated  as 
shown  by  diagram  No.  1,  Figure  5,  and  the  transverse 
and  longitudinal  sections  of  the  plates  are  similar  to 
diagrams  No.  2,  Figure  3,  and  No.  7,  Figure  4,  with  the 
exception  of  the  >£-in.  corrugations  on  the  bottom  sur- 
face. The  larger  plate  has  J^-in.  flanges  similar  to  dia- 
gram No.  3,  Figure  .3. 


116 


CHAPTER  VIII. 

Fences,  Cattle  Guards,  Etc. 

THE  following  information  is  given  in  the  Manual 
of  Recommended  Practice  of  the  American  Rail- 
way Engineering  and  Maintenance  of  Way  Association : 

FENCES DEFINITION. 

Anchor. — A  device  to  prevent  a  fence  or  post  from  being 

raised  or  moved. 

Anchor  Post. — A  fence  post  fixed  or  fastened  in  position. 
Bottom  Wire. — The  lowest  longitudinal  wire  of  a  fence. 
Brace. — A   piece   of   timber   or   metal,    in   compression, 

placed  diagonally  between  adjacent^posts. 
Brace  Panel. — A  panel  in  which  a  brace,  or  tie,  or  both, 

are  introduced. 
Cleat. — A  piece  of  wood  or  metal  fastened  transversely 

to  the  side  of  a  post  below  the  ground  line  to  give 

it  greater  stability. 

End  Post. — A  post  at  the  end  of  a  line  or  section  of  fence. 

Fence. — Any  barrier  that  serves  to  guard  against  unre- 
stricted ingress  and  egress,  especially  a  structure  of 
posts,  rails,  wires,  boards  or  pickets. 

Fence  Post. — An  upright  piece  of  timber,  metal  or  other 
material  used  as  a  support  for  the  attachment  of  the 
longitudinal  members  of  the  fence. 

117 


Fence  Staple. — A  metal  device,  in  the  shape  of  the  letter 
"U"  with  ends  sharpened,  for  fastening  the  longi- 
tudinal wires  of  the  fence  to  the  post. 

Gate.-^rA  movable  barrier  consisting  of  a  frame  or  struc- 
ture of  wood,  metal  or  other  material  for  closing  a 
passage  or  opening  in  a  fence. 

Gate  Brace. — A  piece  of  wood  or  metal  serving  the  pur- 
pose of  stiffening  the  frame  of  a  gate. 

Gate  Frame. — The  sustaining  parts  of  a  gate,  fitted  and 
framed  together,  to  which  the  other  members  are 
attached. 

Gate  Hinge. — A  device  for  attaching  a  gate  to  a  post  and 
upon  which  the  gate  swings. 

Gate  Latch. — A  device  for  fastening  the  free  end  of  a 
gate  to  a  gate  post. 

Gate  Post. — A  post  to  which  a  gate  is  hung  or  latched. 

Intermediate  Post. — A  post  placed  between  end  posts. 

Intermediate  Wire. — A  longitudinal  wire  located  between 
top  and  bottom  wires. 

Panel. — A  section  of  fence  between  adjacent  posts. 

Snow  Fence. — A  structure  erected  for  the  purpose  of  ac- 
cumulating drifting  snow. 

Stay. — A  piece  of  timber,  metal  or  other  material,  either 
vertical  or  inclined,  serving  the  purpose  of  keeping 
the  longitudinal  wires  the  proper  distance  apart  and 
stiffening  the  fence. 

Stay  Wire. — A  stay  formed  of  wire. 

Tie  Wire. — A  wire  in  tension  between  any  two  posts. 

Top  Wire. — The  highest  longitudinal  wire  of  a  fence. 

118 


SURFACE   CATTLE   GUARDS — DEFINITIONS. 

\pron. — The  flaring  panel  of  a  fence  set  parallel  with  the 
track  between  the  cattle-guard  and  the  wing-fence. 

Cattle-Guard.— A  barrier  placed  at  the  intersection  of  a 
wing-fence  with  a  railroad  track  to  prevent  the  pas- 
sage of  livestock  along  the  track. 

Filler. — A  piece  of  timber,  metal  or  other  material  placed 
between  the  slats  composing  a  section  of  a  surface 
cattle-guard  to  space  and  stiffen  them. 

Section. — A  group  of  slats  or  strips  which  go  to  make 
up  a  surface  cattle-guard. 

Slat. — Strip  of  wood  or  metal  used  to  make  up  sections- 
of  a  cattle-guard. 

Wing-Fence. — The  line  of  fence  making  connection  be- 
tween the  apron  of  the  cattle-guard  and  the  right-of- 
way  or  line  fence. 

FENCES. 

(1)  The  use  of  smooth  wire  in  preference  to  barbed 
wire  for  railroad  fences  is  recommended. 

(2)  The  use  of  a  heavy,  smooth  wire,  or  a  plank  at  top 
of  barbed  wire  fence,  is  recommended. 

CATTLE-GUARDS. 

The  use  of  the  surface  cattle-guard  in  preference  to  the 
pit  guard  is  recommended. 

GENERAL  REQUIREMENTS  FOR  SURFACE  CATTLE-GUARDS. 

The  cattle-guard  should  be  so  constructed  as  to  avoid 
projecting  surfaces  liable  to  be  caught  by  dragging  brake 
or  other  rigging. 

It  should  be  of  such  construction  so  as  not  to  endanger 
employes  who  pass  over  it  in  the  discharge  of  their  duties. 

It  should  be  effective  against  all  livestock,  but  have  no 

119 


parts  that  would  catch  and  hold  animals  endeavoring  to 
cross. 

It  should  be  reasonable  in  first  cost,  durable  and  easily 
applied  and  removed,  so  as  to  permit  repairs  of  track  at 
minimum  expense. 

It  should  not  rattle  during  the  passage  of  trains. 

SPECIFICATIONS  FOR  STANDARD  RIGHT-OF-WAY   FENCES 
BUILT  WITH  WOODEN  POSTS. 

1.  Three  classes  of  smooth  wire  fences  may  be  used, 
the  top  wire  classes,  of  each  to  be  4  ft.  6  in.  above  the 
ground. 

2.  A  first-class  fence  shall  consist  of  nine  longitudinal, 
smooth  coiled,  galvanized  steel  wires.    The  top  and  bot- 
tom wires  shall  be  No.   7  gage;  intermediate  and  stay 
wires  shall  be  No.  9  gage. 

The  spacing  of  the  longitudinal  wires  shall  be,  com- 
mencing at  the  bottom,  3,  4,  5,  6,  7,  8,  9  and  9  in.  The 
bottom  wire  shall  be  3  in.  above  the  ground,  and  the  stay 
wires  shall  be  spaced  12  in.  apart. 

3.  A  second-class  fence  shall  consist  of  seven  longi- 
tudinal, smooth,  coiled,  galvanized  steel  wires ;  the  longi- 
tudinal wires  and  stay  wires  shall  be  No.  9  gage. 

The  spacing  of  the  longitudinal  wires  shall  be,  com- 
mencing at  the  bottom,  5,  6>^,  7^,  9,  10  and  10  in.  The 
bottom  wire  shall  be  6  in.  above  the  ground,  and  the  stay 
wires  shall  be  spaced  22  in.  apart. 

4.  A   third-class    fence   shall   consist   of   four   longi- 
tudinal, smooth,  coiled,  galvanized  steel  wire ;  the  longi- 
tudinal and  stay  wires  shall  be  No.  9  gage. 

The  longitudinal  wires  shall  be  spaced  14  in.  apart; 

120 


the  bottom  wires  shall  be  1:3  in.  above  the  ground,  and 
the  stay  wires  shall  be  spaced  22  in.  apart. 

GALVANIZED  WIRE  FENCING. 

The  rapid  deterioration  of  modern  \voven  galvanized 
fence  wire  is  caused  by  the  coating  of  the  zinc  being  too 
thin  and  of  an  uneven  thickness.  To  procure  better  pro- 
tection to  the  wire  and  a  longer-lived  fence,  it  is  neces- 
sary to  secure  an  increased  uniform  thickness  of  the  zinc 
coating  on  the  wire ;  and  to  insure  that  the  galvanizing 
is  intact  after  the  wire  has  gone  through  the  fence-weav- 
ing machines,  it  is  recommended  that  a  second  coat  of 
zinc  be  applied  to  the  fence  after  it  is  manufactured. 

GATES    FOR    RIGHT-OF-WAY    FENCES. 

A  hinged  metal  gate  is  recommended. 

The  width  of  farm  gates  should  not  be  less  than  12  ft., 
depending  upon  the  size  of  agricultural  machinery  in  use 
in  the  vicinity,  or  as  required  by  the  laws  of  the  State 
through  which  the  railroad  operates.  The  minimum 
height  of  farm  gates  should  be  4  ft.  6  in.  from  the  sur- 
face of  the  roadway. 

Farm  gates  should  be  hung  so  as  to  open  away  from 
the  track,  and  if  hinged,  swing  shut  by  gravity. 


[CHAPTER  IX. 

Tools  and    Supplies 

THE  instructions  relative  to  tools  on  the  Canadian 
Pacific  Railway  are  as  follows  : 

"Each  section  must  have  a  full  equipment  of  good 
standard  tools  sufficient  to  supply  every  man  in  the  gang, 
and  several  extra  tools  for  the  purpose  of  replacing  any 
that  may  be  sent  to  the  shop  for  sharpening  and  repair. 

"The  kind  of  tools  will  vary  according  to  the  ballast 
and  other  conditions.  The  following  list  will  be  the  min- 
imum required  on  all  sections,  and  foremen  and  road- 
masters  must  see  that  each  section  is  fully  equipped,  and 
that  they  are  in  proper  repair: 

TOOL  EQUIPMENT  FOR  SECTION  GANG  OF  FOREMAN  AND 
THREE   MEN. 

Adzes ,  2 

Axes J, 

Bars,  Claw 2 

"      Crow 8 

"      Lining 2 

"     Tamping v 2 

Boards,  Elevation 1 

Brooms ,1 

Cars,  Hand it 

"      Push 1 

1 22 


PINCH  BAR. 


CROW  BAR 


LIN»MC  BAR 


CLAW  BAR 

C.   P.   R.  Track  Tools. 

Chisel,  Rail 5 

Cup,  Tin 1 

Flags,  Red 2. 

"       Yellow £ 

Grindstone 1 

Globes,  Red 2 

Gauge,  Track   1 

"      White 2 

"       Yellow 2 

Hammers,  Maul 2- 

Nail 1 

Sledge 1 

Handles,  Adze 1 

Axe 1 

Maul £ 

123  "  ""  ^~ 


D= 


TAMPING  BAR. 


§> 


TRACK  WRENCH.  10  LBS.  SPIKE  MAUL. 

STRIKING  SLEOCE  .  '**•  GuwA  **V 


TRACK  OR  RAIL  CHISEL  . 

SPIKE  MAUL. 


Handles,  Pick   , 2 

Jack,  Track •-  ,4 

Lanterns  (complete)    *     4 

Levels,  Spirit,  Pocket 1 

"       Track 1 

Oil  Can   .":r....     1 

Oiler /It 

Oil   ( Signal),  pints '.*?  * 

Padlock  and  Key  and  Chain 2 

Pail,  Water J 

Picks  and  Handles 4 

Platform,  Dumping,  for  Push  Cars 1 

Ratchet  and  3   Drills t 

Saws,  Hand '  t 

"      CrossCut ^  1 

'Scythe  (complete).  Grass  or  Bn.ish 2 

124 


!  i= 


I 

u 

1 1 

I 


C.    P.    R.    Track   Gages   and    Levels. 

Shovels,  Track  & 

Switch  Key 1 

Tape,  50  ft 1 

Template,  Standard  Roadbed 1 

Torpedoes    12 

Wrenches,  Monkey   1 

Track 31 

"Rail  benders,  fence  tools,  track  drills,  expansion 
shims,  track  thermometers,  wheelbarrows  and  tools  used 
by  extra  gang  will  be  furnished  to  each  roadmaster,  to 
be  sent  out  as  required  and  returned  to  roadmaster's 
headquarters  when  work  is  completed.  Tools  in  need 
of  repair  must  be  shipped  by  the  foreman  to  the  com- 
pany's repair  shops.  Place  a  tag  on  each  article,  show- 
ing to  whom  it  is  to  be  returned,  and  send  a  requisition! 
for  repairs." 


125 


A  Series  of  Interesting 
Advertisements 

of 
Railway  Supplies 

covers  the 
Remaining   Pages 

-     of 
This  Volume 


127 


CAR  HAUL  HOIST 

With  Automatic  Band  Brake 
Capacity  75  tons  up  a  20%   incline 


Coal  Chutes  Erected  Complete.  Coal  Chute  Machin- 
ery. Coal  Chute  Side  Swaying  Aprons.  Locomotive 
Water  Cranes.  Water  Tanks.  Water  Stations  Com- 
plete. Water  Treating  Plants  Complete.  Bridge 
Turning  Machinery.  And  many  others  ARE  OUR 
SPECIALTIES. 

WRITE   FOR   CATALOGS 

THE  OTTO  GAS  ENGINE  WORKS 
CHICAGO,   ILL. 


128 


HERCULES 

Bumping  Posts 

The  Hercules  bumping  posts  are  made  entirely  of 
metal,  the  legs  being  7/16-in.  boiler  plate  and  the 
castings  the  best  malleable  iron;  the  anchorage  con- 
sists of  three  one  and  one-quarter  inch  rods  which, 
with  the  rear  brace  and  the  bolting  of  the  legs  to 
the  rails,  give  these  posts  their  great  holding  power; 
when  crushed  stone  is  used  as  ballast  in  the  pit  and 
around  the  ties  under  the  post,  as  the  manufacturers 
recommend,  these  posts  will  stand  a  shock  of  over 
one  and  one-half  million  foot  pounds  without  dam- 
age to  either  cars  or  posts. 

The  No.  1  Hercules  freight  post  is  the  only  spring 
bumping  post  on  the  market  and  is  equipped  with 
six  large  coils  back  of  the  striking  plate,  which  has 
a  horn  on  its  face  to  close  the  coupler. 

The  No.  2  Hercules  freight  post  is  of  the  same 
general  construction  throughout,  but  has  no  springs 
back  of  the  striking  plate. 

The  Hercules  passenger  post,  either  for  regular 
service  or  for  elevated  tracks,  is  like  the  No.  1,  but 
has  the  cylinder,  which  contains  the  coil  springs, 
raised  so  that  the  striking  plate  will  engage  the 
buffer  instead  of  the  coupler. 

The  Little  Giant  posts  are  made  frora  malleable 
iron  and  have  four  large  coils,  two  in  each  leg,  back 
of  the  striking  plates  which,  in  this  post,  engage  the 
wheels.  This  post  is  intended  for  use  on  short  stub 
or  industrial  tracks  where  a  few  loaded  cars  are  to 
be  set  out.  This  line  of  bumpers  is  made  by 

The  Railway  and  Traction 
Supply  Co. 

Rector  Bldg.  CHICAGO 


Water  Softeners  in 

Railroad  Service 


To  meet  railroad  requirements  a  water  softener  must 
be  so  simple  in  construction  and  operation  that  any 
novice  can  run  it.  It  must  be  operated  from  the  ground 
level— deliver  the  treated  water  to  storage  tank  without 
repumping — furnish  its  own  power — require  but  little 
care  and  cost  little  for  maintenance. 

The  Booth  Water  Softener  meets  these  requirements 
as  no  other  softener  ever  did. 

The  great  success  of  the  Booth  Water  Softene'r  is 
due  to  its  matchless  simplicity — its  freedom  from 
trouble — its  general  adaptability  to  railroad  service  and 
the  fact  that  it  can  be  relied  upon  at  all  times  to  pro- 
duce the  right  results  at  the  right  cost. 

We  want  you  to  examine  this  machine.  Take  an 
expert  with  you  if  you  can.  He  will  tell  you  that  the 
"Booth"  embodies  the  most  successful  principles  of 
water  softener  construction — that  in  design — simplicity 
— convenience  and  economy  of  operation  it  represents 
the  highest  standard  of  engineering  practice. 

This  machine,  which  has  been  selected  in  preference 
to  all  others, — by  men  who  know  water  softener  history 
— is  the  water  softener  you  will  prefer  when  you  know 
it. 

Write  today  for  our  booklet  "Hard  Water  Made 
Soft."  It  tells  you  in  detail  about  the  Booth  Water 
Softener. 

L.  M.  BOOTH  CO. 
CHICAGO,  Fisher  Building. 

NEW  YORK,  136  Liberty  Street. 
130 


Booth  Water  Softener 

VANDALIA  RAILROAD 

Terre  Haute,  Ind. 


L.  M.  BOOTH  CO. 

CHICAGO,  FisHer  Building 
NE-W  YORK:    136  Liberty  St. 


131 


The  Softener  that  has 
Proved   Every   Claim 


Every  feature  of  the  Booth  Water  Softener  has  been 
tested  and  proven — Not  a  single  part  is  radical  or  ex- 
perimental— It  embodies  the  most  successful  principles 
of  water  softener  design. 

Simplicity  is  the  very  keynote  of  the  Booth— All  the 
usual  complications  have  been  eliminated — There  are  no 
freakish  ideas  to  confuse  the  operator, 

In  the  Booth  Water  Softener  the  value  is  all  there 
before  your  eyes  in  good,  sound,  softener  sense,  design 
and  material. 

All  parts  are  interchangeable  —  That  means  —  that 
should  any  part  become  broken,  any  similar  part  in  our 
entire  output  could  immediately  take  its  place — Some- 
times that  means  a  great  deal  to  the  owner. 

Our  claims  of  greater  value — greater  efficiency — and 
greater  economy — are  based  upon  actual  results  ob- 
tained. The  proving  of  these  claims  alone  have  sold 
more  Booth  Water  Softeners  than  all  other  efforts  we 
have  put  forth. 

The  Booth  is  almost  trouble  proof. — Put  in  the  chem- 
icals once  in  twelve  hours — the  water  entering  the  soft- 
ener for  treatment  does  the  rest. 

The  simplicity — the  price — the  freedom  from  trouble 
appeal  to  all  "men  who  know." 

Booth  Water  Softeners  are  being  built  to  justify  your 
confidence  —  you  owe  it  to  yourself  to  examine  the 
Booth — as  soon  as  you  can  conveniently  do  so — In  the 
meantime — write  for  booklet,  "Hard  Water  Made  Soft." 
— It  will  give  you  further  evidence  in  support  of  our 
claims. — We  invite  you  to  send  for  it  today. 

L.  M.  BOOTH  COMPANY 

CHICAGO,  Fisher  Building 

NEW   YORK,  136  Liberty  St. 


132 


WATER  ACTUALLY  TREATS  ITSELF 

IN  THE 
BOOTH  WATER  SOFTENER 


133 


HUBBARD 
TRACK  TOOLS 


ARE  THE  RESULT  OF  MANY 
YEARS  EXPERIENCE. 

"Proved  Best  by 
Every  Test." 

OUR  TRACK  CHISELS  ARE 
MADE  FROM  THE  BEST  CRUCI- 
BLE TOOL  STEEL  THAT  CAN  BE 
PRODUCED  FOR  THIS  PURPOSE. 

EVERY  TRACK  TOOL  WE  MAKE 
IS  SOLD  UNDER  AN  ABSOLUTE 
GUARANTEE. 

OUR  TRACK  SHOVELS  ARE 
STANDARD  ON  MANY  ROADS 

OUR  LOCOMOTIVE  SCOOPS  ARE 
KNOWN  TO  EVERY  FIREMAN. 


HUBBARD & CO 

PITTSBURGH,  PA. 


Write   for  Catalog 


134 


Rain, 

Sleet, 

Snow 

and 

Wind 


Have  No    Effect   on 
the 

Wells  Light 

2000==4000  C.  P. 


30,000  In  Use 

The  Wells  Light  Manufacturing 
Company 

200  Chestnut  Avenue,  Jersey  City,  New  Jersey 


135 


ADLAKE 


NON-SWEATING  BALANCED  DRAUGHT 

Originated  by  us 
Highest      Signaling     Efficiency 


No.  169  Switch  Lamp 


A 
D 

L 
A 
K 

E 
S 


No.  206  N.  Y.  C.  Lines 
Standard  Switch  Lamp 


Interior  View  Semaphore 
Lamp  Showing  Prism  Glass 
Reflector. 


R.  S.  A.  Standard  Semaphore 
^m  Lamp. 

THE  ADAMS  &  WESTLAKE  CO. 

NEW  YORK  -  CHICAGO  -  PHILADELPHIA 


136 


SIGNAL  LAMPS 


Imitated 

but 
Unequalled 


Most  Economical  in  Up-Keep 


ADLAKE  VENTILATION 

means  highest  signaling  ef- 
ficiency under  all  condi- 
tions. Sweating  is  entirely 
eliminated.  Lamp  bodies 
are  not  destroyed  by  cor- 
rosion. The  flame  is  not 
affected  by  climatic  condi- 
tions. 


Sectional  view  of  Adlake  Non- 
Sweating  Ventilation  Showing 
Direction  of  Air  Currents. 


No.  63  Flat  Flame         No.  51 

no  chimney          with  chimney 
LONG  TIME  BURNERS 


Long  Time  Burners  require  attention  but  twice  a  week. 

Consume  less  oil  and  give  a  more  satisfactory  light  than  any  other 
Burner  made. 

THE  ADAMS  &  WESTLAKE  CO. 

NEW    YORK  -  CHICAGO  -  PHILADELPHIA 


137 


BOWSER 

Self-Measuring 

Oil  Storage 

Systems 

are  made  to  add  Conveni- 
ence, Safety  and  Economy 

In  Railroad  Oil  Distribution. 

Any  number  of  oils  are  easily  handled.  No  matter  what 
quantities  are  stored  and  dispensed,  a  Bowser  meets  all  the 
requirements. 

The  storekeeper  can  easily  check  up  the  amount  of  oil  on 
hand  because  each  outfit  is  provided  with  a  gauge  stick  that  tells  at 
a  glance  the  approximate  amount  of  oil  in  the  tank. 

For  valuable  information  write  for  Bulletin  No.  38. 


S.  F.  Bowser  &  Company,  inc. 

Fort  Wayne,  Ind. 


138 


BOWSER 

ADJUSTABLE  MEASURE  RAIL- 
ROAD TABLE  TANK 

is  for  use  in  storing  and  handling  illuminating  oils,  etc., 
in  lamp  rooms  and  stations.  It  provides  for  storing  the 
liquid  in  a  neat,  clean  and  convenient  manner  and  de- 
livering into  lamps  or  other  containers  in  exact  prede- 
termined quantities. 

THE  OIL  IS  KEPT  FREE  FROM  DIRT. 
THE     EFFICIENCY     OF     THE     OIL     IS     PRE- 
SERVED. 
THE  FIRE  HAZARD  IS  GREATLY  REDUCED. 

The  table  provides  a  place  on  which  the  lamps  may 
be  set  for  filling.  The  pump  may  be  easily  regu- 
lated to  exactly  fill  different  sized  lamps  in  general  use. 
It  is  the  most  economical  outfit  made;  complete  in 
every  detail. 

For   full   information   write   for  Bulletin   No.    38. 


S.    F.    BOWSER   &   CO.,  Inc.,   Ft.  Wayne,  Indiana 


139 


REGISTERING  MEASURE 


Designed  and  constructed  to  measure  and  control  the 
flow  of  oil  through  pipe  lines. 

Bowser  Registering  Measures  are  made  in  many  sizes  so 
as  to  be  adapted  to  a  diversity  of  uses,  such  as  measur- 
ing oil  delivered  to  oil-burning  locomotives,  stationary 
boilers  and  for  recording  oils  delivered  to  large  storage 
tanks,  etc. 

The  measures  will  record  any  quantity  up  to  100,000 
gallons,  then  repeating.  They  may  be  set  to  pump  a 
predetermined  quantity,  and  when  the  required  number 
of  gallons  has  passed  through,  the  flow  is  shut  off  au- 
tomatically. 

Bowser  Registering  Measures  are  used  in  large  num- 
bers and  are  giving  excellent  satisfaction.  Will  fur- 
nish an  accurate  and  efficient  method  for  computing 
the  cost  of  the  consumption  of  oils. 

S.  F.  BOWSER  &  CO.  inc. 

Fort  Wayne,  Ind. 


141   Milk  St. 

BOSTON 
50  Church  St. 
NEW  YORK 
66-68  Frazer  Ave. 
TORONTO 


BRANCHES: 


612  Howard  St. 
SAN  FRANCISCO 

1313  Arch  St. 
PHILADELPHIA 
Fisher  Bldg. 
CHICAGO 


140 


Underground   Gasolene   Tank 

P  REVENTS  deterioration  and  contamination — keeps 
the  life  in  the  fuel.  Prevents  evaporation — gives  you 
all  the  gasolene  you  buy.  Prevents  excessive  expense 
— holds  a  quantity  that  can  be  bought  at  wholesale. 
Prevents  danger — keeps  the  supply  away  from  sparks 
and  fire.  Prevents  delay — gasolene  is  at  hand  when 
you  want  it.  Soon  saves  its  cost.  The  Bowser  is  the 
standard  outfit. 

FREE— "The  Private  Garage— Arrangement  and  Equipment."    Write 
for  booklet  No.  38 .     Every  automobilist  should  have  it . 

S.  F.  BOWSER  &  CO., (Inc.) 

FORT  WAYNE,  IND. 

BRANCHES 

141  Milk  St.,  Boston  Fisher  Bldg.,  Chicago 

66-68  Frazer  Ave.,  Toronto          50  Church  St., New  York 
1341  Arch  St.,  Philadelphia  012  Howard  St.,  San  Francisco 


141 


C  left  hand  C  right  hand 

Straddles  the  rail  —  needs  no  spikes,  clamps  or 

fasteners 

Rests  on  rail  both  front  and  rear 
Adjusts  itself  to  different  heights  of  rail 
Forms   a   friction   grip   with   rail   during  the 

operation 

Brings  rails  to  guage  during  replacement 
Distributes  the  load  on  the  Rail,  not  one  or 

two  ties 

Range  and  Capacities  of  different  types 

Locomotive     Throat     Wgt. 
capacity       opening      each 

M  for  rail  12-45  Ibs.  if  not  over  3>^  in.  high     20  ton     2     in.     30 


Type 


C 
B 
A 
Z 


"  up  to  65  " 
"  "  "  80  " 
"  ••  "  100  " 
"  "  "  100  " 


Ay> 
5 


30 

50 

80 

100 


2Y2 
3^ 


60 

145 
165 


The  Johnson  Wrecking 
Frog  Company 


325  Citizens  Bldg. 


Cleveland,  O 


142 


Z  left  hand  Z  right  hand 

Straddles  the  rail — needs  no  spikes,  clamps  or 

fasteners 

Rests  on  rail  both  front  and  rear 
Adjusts  itself  to  different  heights  of  rail 
Forms  a   friction   grip    with   rail   during   the 

operation 

Brings  rails  to  gauge  during  replacement 
Distributes  the  load  on  the  Rail,  not  one  or 

two  ties 

Range  and  capicity  of  different  types 

Type                                                                                        Locomotive  Throat  Wgt. 

capacity  opening  each 

M  for  rail  12-45  IBs.  if  not  over  3^  in.  high      20  ton  2     in.  30 

C  "    "  up  to  65  "    "   "     "     4^  "    "        30  "  2X "  60 

B   "    "  "  "    80  "    "   "    "     5      "    "        50  "  3X"  HO 

A  "    "  "  "  100  "    "   "    "      5y2  "    "        80  "  3K  "  145 

Z   "    "  "  "100  "    "   "    "     6     "    "       100  "  3^"  165 

The  Johnson  Wrecking 
Frog  Company 

325  Citizens  Bldg.  Cleveland,  O. 


143 


The  American 
Railway  Signal  Company 

offer  the  best  Mechanisms  in  Signal  Appa- 
ratus yet  placed  before  the  Railroad  world. 


The  Signal  without  a  dash  pot  is  the 

Perfection  of  Operation 


Our  Electric  Interlocker  has  many  unique 
and  valuable  features  not  found  in  other 
machines. 

In  our  AUTOMATIC  BLOCK  SIGNAL  the  mechanism 
can  be  used     to  operate  ONE  BLADE  in  TWO  or 
THREE    positions,    TWO    BLADES    in    TWO    or 
THREE   positions   separately   or   both   at  the 
same  time,  either  in  the  upper  or  lower  quad- 
rant, and  adapted  to  any  type  or  pattern 
of  semaphore  castings.    With  this  mech- 
anism   the    blade    can    be    stopped    at 
any  angle  and  immediately  returned 
to    the    proper    signal    indication 
without    returning    to    the    stop 
position. 

Switch   Instruments-Electric  Switch 
Locks—Relays— Crossing  Alarms,  Etc. 

The  American  Railway  Signal  Co. 

Cleveland,  Ohio,  U.  S.  A. 


144 


Frogs,  Guard  Rails 

Crossings 

Split 
Switches 

Switch 
Stands 

Rail 
Braces 


CINCINNATI,  O. 


145 


NO.    20     DROP     TRACK     JACK 

MAXON  PATENT 

The  Maxon  Patent  Jack  is  the  inven- 
tion of  one  of  the  most  practical  road- 
masters  of    the    country,    and    is    both 
simple  and  durable. 
The  Jack  is  made  in  various  sizes  and 

of  different  capa- 
cities, a  couple  of 
them  being  shown 
herein. 

The  Drop  Track 
Jack  gives  perfect 
control  of  the 
track  without  any 
danger  of  si  i  p  - 
ping,  and  has  giv- 
'en  the  greatest 
satisfaction  for  twenty  years. 
The  Foot  Lift  Screw  Jack  is  also  very 
popular  and  is  used  extensively  on 
many  of  the  principal  railroads  of  the 
country. 

These  Jacks  are     Manufactured    by 

THE     DAYTON     IRON     WORKS    CO. 

successors   to 

The  Boyer  &  Radford  Mfg.,  Co. 
DAYTON,  OHIO 


146 


NO.  12  FOOT  LIFT  SCREW  JACK 

MAXON  PATENT 

The  Maxon  Patent  Jack  is  the  inven- 
tion of  one  of  the  most  practical  road- 
masters  of  the  country,  and  is  both 
simple  and  durable. 
The  Jack  is  made  in  various  sizes  and 
of  different  capacities, 
a  couple  of  them  being 
shown  herein. 
The  Drop  Track  Jack 
gives  perfect  control  of 
the  track  without  any 
danger  of  slipping, 
and  has  given  the 
greatest  satisfaction  for 
twenty  years. 
The  Foot  Lift  Screw 
Jack  is  also  very  popular  and  is  used 
extensively  on  many  of  the  principal 
railroads  of  the  country. 

These  Jacks   are     Manufactured    by 

THE  DAYTON  IRON  WORKS  CO. 

successors  to 

The  Boyer  &  Radford  Mfg.,  Co. 
DAYTON,  OHIO 


147 


\v 


Isn't  It  High  Time 


For  you  to  know  that 


R 
. 


O       O  ^  .<  k    170  E.  Madi 

OC  »3On  CHICAGO, 


Madison  St. 

ILL. 

Make  Engineering  and  Surveying 
Instruments 

Send  for  one  of  their  special  circulars  describing  their  PATENT 
TELESCOPE  WYE  LEVEL.  It  is  a  wonderful  saver  of  time, 
patience  and  consequently  a  saver  of  money.  Those  who  have  and 
are  using  this  Level  have  only  words  of  praise  for  it.  There  is 
nothing  else  like  it  on  the  market.  Why  not  investigate? 


148 


Morgan  Frog  and 
Crossing  Co. 

INCORPORATED 

MANUFACTURERS    OF 

MANGANESE  STEEL 
FROGS  &  CROSSINGS 

Sales  Offices: 

811-3rdNat'lBankBldg. 
ST.  LOUIS,  MO. 

LET   US  BID   ON   YOUR  MANGANESE   WORK 

C  We  make  anything  in  Manganese  Steel 
Frogs  and  Crossings  for  Street  or  Steam 
R.  R.  We  manufacture  the  only  continuous 
rail  Manganese  Steel  Frog  on  the  market, 
also  solid  Manganese  Frogs  and  Crossings. 
Our  frogs  eliminate  all  bolts  and  springs, 
and  can  be  installed  on  either  right  or  left 
turn  out.  It  eliminates  all  possibility  of 
derailment  on  Main  or  Sidings. 


149 


INERT  PIGMENTS 


Have  much  to  do  with 
the  value  and  service  of 
a  paint.  That's  why 

DIXON'S 

SILICA-GRAPHITE 
PAINT 

gives  such  excellent  results 
and  long  service  on  ex- 
posed steel  work.  The 
inert  pigments  (silica  and 
graphite)  are  the  only 
secret  about  it.  : :  : : 

JOSEPH   DIXON    CRUCIBLE   CO 

JERSEY  CITY,  N.  J. 


150 


Industrial  Supply  and  Equipment  Go. 

407  Sansom  St.,   Philadelphia 

We  can  supply  your  wants  in 
the  Foundry,  Machine  or  Forge 
Shop. 

Equip  you  with  Contractor's 
Material.  Your  Coal  Yard  with 
Supplies. 

Oxy.  Acetylene  Cutting  and  Welding 
Apparatus 

Engineering  Specialties 

New  and  Second  Hand 
Equipment 

Write  us  for  quotations 

The  Industrial  Supply  and  Equipment  Go. 


""  GOES 
STEEL 
HANDLE 
WRENCH 


Approved  for 

Heavy  Railway 
Duty 

*±  Every  wrench  inspected 
in  manufacture  16  times 
and  warranted  free  of 
mechanical  defects. 


Goes  Wrench  Co. 

Worcester,  Mass.,  U.  S.  A. 

We  have  lots  of  free  printed  matter  for  the  asking. 


152 


No.  44 


High   Speed 
Bonding  Drills 

Have  Won  out 

in  practically  every 
test  on 

New  Specification  Rails 


The  Mark 


of  Excellence 


The  Twist  Drill  Co. 

CLEVELAND,  OHIO,  U.  S.  A. 

NEW  YORK  CHICAGO 


153 


The  "Lucas91  Stands  the  Test 


Can  you  do    this 

with    the    steel 

tapes  you  are 

using? 


BUY  THE 

"Lucas" 

STEEL  CHAIN 
TAPES 

and   get    the  best 


Us,ed  by 

U.S.GOVERNMENT 

and  LEADING 

RAILWAYS 


The  J.  C  Ulmer  Co, 


CLEVELAND 
OHIO 


114 


Pressed  Wrought  Iron 
Open 

Turnbuckles 


THE  BEST 


Adopted    as    Standard    by 

a    Majority  of  Railroads  in 

the  United  States. 


The  Cleveland  City  Forge 
&  Iron  Co. 

CLEVELAND,  -  OHIO 


155 


FROGS 
CROSSINGS 

SWITCHES,  STANDS 

AND  ALL 

TRACK    SPECIALS 

OF 

Regular  Construction 

Solid  Manganese  and  Manganese 
Insert  Construction 


DESIGN  WORKMANSHIP  AND  MATERIAL  ABSOLUTELY 
HIGH  GRADE  THROUGHOUT, 


The  Indianapolis  Switch  &  Frog  Go, 


SPRINGFIELD,  OHIO. 


N.  Y.  OFFICE  CHICAGO  OFFICE 

29  BROADWAY  1528-1529  McCORHICK  BLDG. 

J.  A.  FOULKS,  J.  C.  JAMESON, 

Representative  Representative 


156 


—  Indianapolis 
Switch  and  Frog  Co. 

MANGANESE 

Frogs,  Crossings,  Switches,  Etc. 

FOR  MOST  SEVERE  SERVICE 

Write  for  Catalogue  Description  and  Information. 
MODEL  R-N-R    RIGID  FROG 


PAT.  JAN.  1910 

REQUIRES  No  RENEWALS 

DURING  LIFE  OF  MANGANESE 


MAIN  OFFICE  AND  WORKS,  SPRINGFIELD,   OHIO 


NEW  YORK  OFFICE  CHICAGO  OFFICE 

29  BROADWAY  1  528- 1  529  McCORMICK  BLDC. 

J.  A.  FOULKS,  J.  C.  JAMESON, 

Representative  Representative 


157 


CROSSINGS,  FROGS,  SWITCHES 

FOR  STEAM   AND   ELECTRIC  RAILWAYS 

Regular  and  Manganese  Construction 

The  secret  of  success  in  solid  manganese  construction  is — 
First,  the  quality  of  the  steel— there  was  never  any  made  better  than  ours. 
Second,  the  designing  of  sections  and  distribution  of  metal— we  are  autho- 
rity in  this  particular. 


The  above  cut  shows  one  of  our  various  types  of  Solid 
Manganese  Crossings. 

Our  designs  are  the  result  of  15  years'  practical 

experience  in  Manganese. 

Our  Manganese   is  guaranteed  to   Government 

specifications. 

THE  INDIANAPOLIS  SWITCH  &  FROG  CO. 

SPRINGFIELD,  OHIO 


New  York  Office,  29  Broadway 
J.  A.  FOULKS,  Representative 


Chicago  Office,  1528-1529  McCormick  Bldg. 
J.  C.  JAMESON,  Representative 


158 


WE 
MANUFACTURE 

RIVETING  HAMMERS 
CHIPPING  HAMMERS 

CAULKING  HAMMERS 

BEADING    HAMMERS 

With  Outside  and  Inside  Throttle  Lever 

AIR  DRILLS 

Reversible  and  Non-Reversible 

FOR  REAMING  and  TAPPING 
FLUE-ROLLING  and    WOOD    BORING 


SHIPPED  ON  APPROVAL 

Write  for  Catalog  J 

"BOWES"  HOSE  COUPLING 


Fitted  with 
CLEVELAND 
NEVER-SLIP 
Hose  Clamp 


OVER      1,000,000     IN     USE      EVERYWHERE 

THE  CLEVELAND  PNEUMATIC  TOOL  CO. 


New  York 

Philadelphia 

Pittsburg  Denver 

Montreal 

Toronto  San  Francisco 


CLEVELAND,  OHIO 
Salt  Lake  City        El  Paso 
Seattle 


Chicago 
St.  Louis 
Atlanta 
Kansas  City 
Winnipeg 


159 


Continuous 

Frog  and  Switch 

Joint 


Continuous  Step  or  Compromise  Joint 


The  Rail  Joint  Co, 

Makers 

185  Madison    Ave., 
NEW  YORK  CITY. 


Continuous  Girder 


160 


Additional  safety  and   economy  in 

TRACK  MAINTENANCE 

has  been  proved  by  the  use  of  Continuous,  Weber  and  Wolhaupter 
base-supported  rail  joints — after  fourteen  (14)  years'  service.  Over 
50,000  miles  of  railway  track  equipped  with  our  products. 


CONTINUOUS 
INSULATED 
JOINT  No.  1 


WEBER 
INSULATED 
J    INT  No.  1 


THE  RAIL  JOINT  CO 

GENERAL  OFFICES: 
185  Madison  Ave.,  New  York  City 


161 


The  Clark  Nut  Lock 

Is  especially  adapted  for  Track  Bolts. 
It  gives  300  to  500  more  bolts  to 
the  ton.  It  makes  the  nut  as  strong 
as  the  head  of  the  bolt. 

Absolutely  Safe,  but— Absolutely  Adjustable 

For  Frog  and  Crossing  Bolts  it  is  ab- 
solutely indispensable.  Simply  specify 
them  and  we  do  the  rest. 

The  Interlocking  Nut  &  Bolt  Co. 

PITTSBURGH 


162 


NEW  MOTOR  CAR 

Simplest  Car  ever  made 


No   Complicated  Transmission 
No  Complicated  Oiling  System 
No  Water  Cooling  System 
No  Cams   or   Valves 


No.   12  Fairbanks-Morse    Motor  Car 
Will  Carry    8  Men 

1 5  miles  an  hour  same  speed  in  either  direction,  can  be  used  as 
hand  car  if  desired.  Handles  are  thrown  out  of  gear  when  running 
as  a  motor  car.  Send  for  Catalog  No.  1303  HL. 

Fairbanks,  Morse  &  Co. 

Chicago,  111. 

Or   any    of    Our   27    Branch    Houses. 


163 


The  "IDEAL" 

Cast  Iron 

Culvert 

Positively   the    strongest 

culvert  pipe  ever 

produced. 

Long  Ribs  on  Top, 

Short  Ribs  on  Side, 

Make  It  Strong 


Our  Perfect  Expansion  Sys- 
tem prevents  any  trouble,  what- 
ever, from  freezing.  Ideal  Cul- 
vert Pipe  is  made  in  four  foot 
lengths  of  two  half  round  longi- 
tudinal sections  each,  having  lugs 
on  each  side  by  which  they_a re 
bolted  together. 


We  also  make  i  Corrugated 
Metal  Culverts.  Send  for  de- 
scriptive Circular, 


GALIOITIRON1WORKS1CO. 

GALION,  OHIO£T] 


164 


ARMSTRONG 
RATCHET    DRILLS 

Made  entirely  from  Drop  Forgings  and 

Bar  Steel  hardened  all  over.     Will 

outwear  two  of  the  soft  kind. 


"Hard  to   Please''   Users   prefer 
ARMSTRONG       RATCHETS 


They    Stand     the    Racket 


DO    YOU    WANT    A 
CATALOG  ? 


Packer,  Short, 

Standard 
and  Universal 


ARMSTRONG  BROS.  TOOL  CO. 

"The  Tool  Holder  People" 

329  N.  Francisco  Ave.,  Chicago,  U.  S.  A, 


165 


HADE 


Bridge  and  Maintenance  of  Way 
Engineers 

PROTECT 

YOUR  INVESTMENT 

in  Bridges,  Steel-Tanks,  Buildings,  Semaphore  Poles, 
etc.,  by  applying 

"Metalsteel  Paint 


Then  the  greatest  economy  is  exercised  by 
you,  because  the  necessity  of  repainting 
will  be  deferred  for  a  100%  longer  period, 
and  you  get  what  you  WANT  namely 
PROTECTION  from  rust,  sulphur  fumes, 
and  other  deteriorating  effects.  While  you 
are  expending  the  labor  in  painting.  Use 
the  best,  its  cheapest. 

ST.  LOUIS  SURFACER  &  PAINT  CO. 

—  IN/IAKE:  R  s  — 

Railroad  Paints  Specialties 

ST.  LOUIS         CHICAGO        NEW  YORK 


166 


TARGET  and 
SEMAPHORE 
ENAMELS 


Durable — Easy  Working 
—Unfading 


TBADE 


HARK 


STATION  AND 
BUILDING  PAINTS 

OUTSIDE— INSIDE 

For  passenger  and  freight 
stations,  hotels,  shops,  sec- 
tion houses,  tool  houses,  etc. 

Pure  oil  and  pigment  with 
the  strongest  and  best  toned 
tinting  colors. 

ST.  LOUIS  SURFACER  &  PAINT  CO. 

Makers  Railroad  Paints  Specialties 
ST.  LOUIS  CHICAGO  NEW  YORK 


167 


L &C  HARDTMUTHS  "KOH-I-NOOR 
TRACING    CLOTH  I 


Send  us  your  business  card  for  a  sample  of 
Koh-i-noor  Tracing  Cloth.  We  want  to 
prove  to  you  how  superior  it  is.  Transparent, 
free  from  "pinholes,"  will  not  dry  up  or  crack 

The  Frederick  Post  Company,  Agents 
214-220  So.  Clark  Street,  Chicago 


L'&C'HARDTMUTM   LONDON  &  NEW  YORK 


MB.  RU'LWAY  SUPPLY  HUN 

if  your  ad  is  not  in  this  book, 

write  us  regarding  the 

next  edition. 


Railway  Engineering  and  Maintenance  of  Way 

Manhattan  Building,  Chicago 


168 


INSPECTION  CAR  No.  2 


They 

Operate 

Perfectly 

in  the 

Coldest 

Weather 


Motor  Cars 


The  latest  and  best  thing  ever  devised  in  motor 
car  construction  is  our  new  style,  all  steel  frame, 

securely  welded  by  the 
autogenous  process.  Sim- 
ple, strong,  durable  and 
so  constructed  that  all 
parts  are  easily  a  c- 
cessible.  Built  to  stand 
years  of  hard  service. 

Just  the  car  you 
have  been  looking 
for. 


Write  for  1)escripti<vf 
Catalogue. 


SECTION  CAR  No.  4 


DUNTLEY    MANUFACTURING   CO. 

Department  R    15,  Harvester  Bldg.,  Chicago 

Watson-Paterson    Co.,    Sales  Agent 

Railway    Exchange    Bldg.,  Chicago 


169 


The  Hart  Steel  Company,  Elyria,  Ohio 

Rolled  Steel  Shoulder  Tie  Plates 


Style  A 

All  of  these 
plates  are 
rolled  from 
new  steel. 


Style  B 

Standard  in 
several  large 
railway  sys- 
tems. 


Style  M 

Our    new 
Catalog 

No.  4 
shows     1 7 
different 
types  of  tie 
plates. 


Plates  Mfd.  By 

The  Elyria  Iron   &  Steel  Co. 


170 


The  Hart  Steel  Company 


Elyria,  Ohio 


Style  S  1. 


Plates  Mfd.  By 

The 

Elyria  Iron  & 
Steel  Co. 


Furnished  with 
or  without  short 
flanges  or  legs 
on  bottom. 


The  Inclined 
Screw  Spike 
Tie  Plate  is  de- 
signed to  fur- 
nish wide  sur- 
face contact 
between  the 
head  of  the 
screw  spike,  the 
rail  and  the  tie 
plate. 


Style  S  1 


171 


The  Hart  Steel  Company 

Elyria,  Ohio 


A  flat  bottom 
plateusingper- 
pendi  cular 
screw  spike  in- 
stead  of  in- 
clined spike. 
This  plate  af- 
fords means 
for  drainage 
of  brine  and 
water. 


Style  S  5. 


We  make  six 
styles  of  screw 
spike  tie  plates. 
Our  Catalog 
No.  4  fully  de- 
scribes both 
screw  spike 
and  st  and- 
a  r  d  shoulder 
plates . 


Style  S  5. 


HARTLEY  &  TEETER 


Light  Inspection  Cars 

Are  the  Strongest  and  Lightest  running  known.  The 
fact  that  we  have  not  had  a  single  complaint  for  the 
past  year  is  proof  absolutely  that  our  cars  are  giving 
entire  satisfaction. 


We  shall  be  pleased  to   supply  you   with 
our  new  catalog  that  tells  all  about  them. 

LI;GHT  INSPECTION  CAR  co 

HAGERSTOWN,   IND. 


173 


INTERLOCKING     SWITCH     STAND 


Track  Standards  should  include  devices  having  a 
small  number  of  special  parts  so  as  to  keep  down 
the  stock  in  the  storeroom.  The  Foster  Interlock- 
ing Switch  Stand  has  interlock  to  engage  your  stand- 
ard lock  bar,  and  chain  sheave  to  connect  with  dis- 
tant signal.  It  can  be  installed  on  facing  point 
switches  without  special  tools  or  appliances.  It 
secures  the  points  with  two  independent  connections, 
the  interlock  being  separate  from  the  stand.  Switch 
closed  for  main  line,  points  interlocked  and  signals 
clear.  Switch  crank  locked  on  dead  center.  Points 
held  by  switch  rod  and  lock  bar  independently.  In- 
terlock fastened  to  ties  separate  from  stand. 

These    stands    are    giving    excellent    satisfaction    in 
service   and   I    will   ship    them 
subject  to  your  approval  after 
you  have  tested  them  in  your 

track.  _ 

One     I  hrow    of 

ONE  LEVER 

operates   Switch 
Interlock  Signals 


174 


INTERLOCKING     SWITCH     STAND 


Track  Standards  should  include  devices  which  are 
the  simplest  to  operate.  The  Foster  Interlocking 
Switch  Stand  operates  switch  points,  interlock  and 
signals  with  one  movement  of  one  lever  parallel 
with  the  track.  To  switch  cars  on  main  line  and 
hold  distant  signal  at  danger  for  protection  move 
the  lever  between  the  posi- 
tion shown  below  and  the 
vertical.  If  the  switch  is  left 
open  the  distant  signal  will 
remain  at  danger. 

Switch  open  and  signals 
at  danger.  Switch  crank 
locked  on  dead  center.  All 
gears  locked  with  teeth  out 
of  mesh.  All  working  parts 
well  housed  and  up  out  of 
dirt,  water  and  ice. 


515  W,  First  Ave.      Columbus,  O. 


175 


LIQUID  CARBON 

will  preserve  steel  and  wood. 
Especially  prepared  for  steel 
and  wood  Cars,  steel  and  wood 
Bridges,Train  Sheds, Viaducts, 
Refrigerator  Cars  —  including 
lining  and  flooring  of  same- 
and  structural  work  of  all  kinds. 

Will  resist  sulphurous  fumes 
and  acids  of  all  kinds,  brine, 
and  is  not  affected  by  climatic 
conditions.  Sample  free. 

BLACK  SHIELD  GLOSS 

For  Front  Ends  and  Stacks, 
made  of  pure  Carbon.  Black 
jet  finish,  no  offensive  odor, 
does  not  crack,  scale  or  alli- 
gator. Easily  removed  when 
exhausted . 


176 


RABOK  PAINTS 


LIQUID  CARBON 

FOR  THE 

Preservation  of  Steel  and  Wood 

BLACK  SHIELD  GLOSS 

FOR 

Front  Ends  and  Stacks 


RABOK    MANUFACTUR- 
ING COMPANY 

104  S.  COMMERCIAL  STREET 
ST.  LOUIS,U.  S.  A. 

AND   SHEFFIELD,  ENGLAND 


177 


BATTERY  OF 
LARGEST 

RAMS 

IN  THE  WORLD 

Erected  by  the 

RIFE 
ENGINE  CO. 


Elevates  Water  262   feet.      Distance,    13,000   feet.     Runs   constantly   with   little 
attention  or  expense. 

U.  S.  A.  Government  Reclamation  and  Railroad  Tank  Supply 

8,000  in  use  operating  under   18-inch  to   50-foot   fall.     Elevates  water  30  feet 

for  each  foot  of  fall.      Capacity   3  gals,   to   700   per  minute.      Rams  fitted  for 

1-in.    to    12-in.    Drive    Pipes   in    actual    use.      Country    residences    and    estates 

equipped.      Catalogue   and    Estimate    Free. 

2459  TRINITY  BUILDINGS, 

NEW  YORK  CITY,  U.  S.  A. 


WILLIAM  ST .,  NEW  YORK 


JACKSONVILLE,    FLA, 


t  t 


INHIBITIVE     COATINGS 


9  J 


By  the  use  of  the  proper  materials  steel  may  be  ren- 
dered "passive,"  so  that  the  ordinary  agents  of  corrosion 
will  not  attack  it. 

Oxide   of    Zinc   is   an    inhibitive   pigment   of   high    efficiency. 

In  designing  a  protective  paint  for  steel  or  iron,  Oxide  of 
Zinc  should  have  a  leading  place. 

The  New  Jersey  Zinc  Company 

55  WALL  ST.,  NEW  YORK 


178 


If  a  Laborer 
Be  Judged 


by  so  many  shovel- 
fuls   per    hour  —  by    so 
many  cubic   feet  removed — 
why    not    his   shovel    or  scoop 

with  the  same  standard? 
Just  "fletherize"  on  this:     A 
man  removes  a  certain  number  of 
shovelfuls  per  hour  with   a  new  Wyo- 
ming Shovel  or  Scoop — but  if  his  shovel  or 
scoop  be  some  cheaper  make,  he'll  remove  at 
least  10%  less  dirt  each  day. 

And  the  60  to  90%  higher — or  greater — lasting  and 
working  abilities  of  Wyoming  Scoops  and  Shovels  more 
than  offsets  that  little  10  to  25%  greater  cost. 

You   don't  "quit   even"  with  Wyoming   Scoops  and 

Shovels — you  quit  with  a  big  margin  of  profit  on  your  si'de. 

To  test  one  Wyoming  is   to   buy   a  supply — to  buy 

a  supply  makes    you    a    staunch,   staid,  sure    customer 

of  Wyoming. 

Why  not  make  the  test? 

The  Wyoming  Shovel  Works 

Manufacturers  of 

Crucible  and  Open  Hearth  Sleel  Sheets,  Discs 
and  Circles,  Nickel  and  Nickel  Chrome  Sheets, 
Pressed  Steel  Shapes,  etc.  Shovels  and  Handles. 

Wyoming,  Pa. 


179 


Dilworth,  Porter  &  Co. 

Limited 

PITTSBURGH,  PA. 
Manufacturers  of 

SPIKES 


Railroad,  Street 
Railway  and  Boat 


SPECIALTIES 

The  Qoldie  Perfect  Railroad  Spike 
The  Qoldie  Safety  Claw  Tie  Plate 
The  Glendon  Longitudinal  Flange 

Tie  Plate,  with  or  without  Shoulder 


180 


Goldie  Claw 
Tie  Plate 

The  only  plate  for 
use  on  curves.  Will 
maintain  absolute  gage. 


Dilworth   Shoulder  And 

Glendon  Flange 

Tie  Plates 


Dilworth,  Porter  & 
Co.,  Ltd. 

PITTSBURG,  PA. 


isi 


Goldie  Patented 

Perfect 
Railroad  Spike 


Most  practical  spike  for  soft  wood 
ties.  It  has  double  the  adhesion 
and  lateral  resistance  of  the  ordin- 
ary spike.  Made  with  chisel  point. 


DILWORTH,  PORTER  & 
CO.,  Ltd. 

PITTSBURG PA. 


182 


RAILROAD    LANTERNS 

SWITCH,  ENGINE, 
SIGNAL,  SEMAPHORE, 
MARKER,  STATION,  etc. 


Our  Jan- 
tems  are 
made  abso- 
lutely upon 
honor  by 
skilled 
w  o  rkmen, 
and  are  the 
direct  out- 
growth o  i 
our  thirty 
years'  ex- 
p  e  r  ience. 
The  f  a  c- 
tory  is  large 
and  its 
e  q  uipment 
is  new,  en- 
abling us  to 
e  x  e  c  u  t  e 
large  orders 
and  still 
s  u  b  j  e  c  t 
each  lan- 
tern to  rigid 
i  n  d  ividual 
testing  and 
inspection. 


ILLUSTRATED    CATALOGUES    ON     REQUEST 

PETER  GRAY  &  SONS, 

Factory:   3rd  and  Binney  Streets,  East  Cambridge,  Mass. 

MAIL  ADDRESS:  CAMBRIDGE  C,  BOSTON,  MASS. 

Chicago  Office:  303  Great  Northern  Building 

JOSEPH  M.  BROWN,  Representative 

Southern  Office:   308  Mutual  Bldg.,  Richmond,  Va. 

J05EPH  F.  LEONARD,  Representative 

Canadian  Representatives: 
The  N.  HOLDEN  CO.,  354  St.  James  St.,  Montreal,  Canada 


183 


The  Bossert 
Insulated  Rail  Joint 


is  a  one-piece  joint 
that  clamps  the  rail 
ends  together  solidly 
as  one  unit.  Compels 
the  rail  ends  to  bend 
uniformly ;  prevents 
the  rail  ends  from 
becoming  battered  or 
worn ;  increases  the 
life  of  the  rail  and 
decreases  the  wear 
on  the  fibre  insula- 
tion ;  offers  no  ob- 
stacles to  scrapers  or 
flanges  of  snow- 
plows,  can  be  in- 
stalled quickly  and 
easily,  renewals  made 
without  breaking 
track. 


The  Bossert  latest  improved  Switch 
Point  adjuster  has  a  very  wide  move- 
ment, preventing  any  possibility  of 
binding  in  the  caps.  It  is  completely 
housed  from  the  elements  or  foreign 
substances  clogging  the  working  parts. 
Can  be  adjusted  to  2%  ins.  Will  fit  ex- 
isting standards.  All  sizes  bridlerode. 
Will  save  failures,  and  cost  of  main- 
tenance. 


Semaphore  Blade  Clamps. 
Our  latest  improved  clamps 
are  made  of  the  best  grade 
of  hot  rolled  open  hearth 
steel  reinforced  with  ribs. 
They  have  a  much  larger 
bearing  surface,  and  are 
much  lighter  and  stronger 
than  the  old  style.  One 
and  never  more  than  two 
bolts  required.  The  two- 
bolt  fits  existing  standards. 
First  cost  less.  Takes  less 
time  to  install. 


W.  F.  BOSSERT  MFG.  CO. 


Willis    C.    Squire, 
Chicago,     III. 


Utica,  N.  Y. 

The    Maydwell    Co., 
San     Francisco,     Cal. 


The  Hall  Signal  Co. 
New  York. 


184 


Over  15,000  Miles 

of  the  busiest  railroads  in 
the  country  are  being  suc- 
cessfully operated  with 


Train  Despatching 
Telephones 


This  is  your  assurance  that  they  have  the  reliability 
— efficiency  and  durability  necessary  for  railway  service. 

The  fact  that  over  90%  of  the  railroads  in  the  coun- 
try using  telephones  for  train  despatching  are  using 
Western  Electric  "Bell"  grade  telephones,  proves  con- 
clusively that  these  telephones  are  the  best  for  this 
service. 

The  leading  railroads  use  only  the  best  equipment. 

Our  special  railway  telephone  engineers  are  available 
for  consultation  and  advice. 

Write  our  nearest  house,  Dept.  62-T,  for  further 
information  in  regard  to  this  apparatus. 

The  Western  Electric  Company  Furnishes  Equipment  for  Every  Electrical  Need 


Western* 


New    York. 

Philadelphia. 

Boston. 

Pittsburg. 

Atlanta. 

Chicago. 

Montreal. 


COMPANY 


Manufacturers   of   the   5,000,000 
"Bell"   Telephones 


Indianapolis. 
C?ticinnati. 
Minneapolis. 
Toronto.         Winnipeg. 


Saiut  Louis. 
Kansas  City. 
Denver. 
Vancouver. 


Berlin.       Paris. 


Dallas. 

Omaha. 

San  Francisco. 
Los  Angeles. 
Rait  Lake  City. 
Seattle. 
Antwerp.  London. 


Johannesburg.   Sydney.   Tokyo. 


185 


Railroad 

-jffftfrh- 

Protective  Paints 


FOR 


Structural  Work  and 
Steel  Cars 


"STEELKOTE"— After  years  of 
experiment  on  Our  part,  we  have 
produced  a  High  Grade  of  Pro- 
tective Paints,  that  will  be  no 
experiment  on  Your  part. 


General  Sales  Offices — Paint  Department 

SCHOELLKOPF,  HARTFORD 
&  HANNA  CO. 

HUDSON  TERMINAL 
30  CHURCH  STREET,  NEW  YORK 


186 


WE  BUILD 

Saddle  Tanks,  Moguls, 

Switchers,  Consolidations, 

Prairie  Types,  Forneys, 
etc.,  etc. 

Write  for  Catalogue 

DAVENPORT  LOCOMOTIVE  WORKS 

DAVENPORT,    IOWA. 


187 


Patterson  Blocks 

ARE  THE  BEST 
FOR  HEAVY  WORK 

Either  steel  or  wood  for  wire 
or  Manila  rope. 

Write  for  Catalog  No.  2. 


W.  W.  PATTERSON  COMPANY 

50  Water  St.  PITTSBURGH,  PA. 


J.  EDWARD  HARVEY,  Proprietor  W.  A.  BERRY,  Myr.  of  Sales 

Eastern  Railway  Supply  Company 

413-414  AMERICAN  BUILDING,  BALTIMORE,  MD. 

HEADQUARTERS  FOR  Railway  Brushes,  Chains, 
Forgings,  Headlights,  Pipe  and  Fittings,  Spring  Cotters 
and  Riveted  Flat  Keys,  Wool  and  Cotton  Waste,  Rail 
Joints  and  Compromise  Joints. 

Write  For  Prices  and  Catalogue 


TRACK    MATERIALS 

DA  II        ANCHORS 
If  Ml  Li     CLAMPS 

THE    RAILWAY   SPECIALTIES    CO. 

NEW      YORK 

188 


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189 


Hutchinson 

STATION 

Indicators 

are    being    widely    used 
on  leading  railroads 

They  are  made  in  many 
varieties  of  types  and 
sizes,  and  to  meet  any 
special  requirements. 

The  Indicator  herewith 
illustrated  is  designed  to 
meet  the  requirements  of 
any  union  station  where 
the  number  of  different 
trains  of  various  branches 
or  other  lines  are  too 
numerous  to  attempt  in- 
dicating all  of  them  from 
a  block  machine,  as  the 
indications  are  limited. 
There  is  no  limit  to  the 
variety  or  number  of  in- 
dications that  can  be 
shown  on  this  indicator; 
and  trains  may  be  an- 
nounced from  any  track 
and  the  proper  indication 
shown  without  omitting' 
any  stations  at  which  the 
train  stops.  Each  of  the 
different  indications  may 
have  its  own  color  if  de- 
sired for  the  different 
branches. 

Our  No.  1  has  been 
adopted  by  the  Penna.  R. 
R.  and  their  new  station 
in  New  York  City  is  com- 
pletely equipped  and  now 
in  operation. 

National 
Indicator  Co. 

130-132  Worth  St. 
NEW  YORK  CITY 


190 


"Asbestos Corrugated  Roof- 
ing or  Sheathing, 

Asbestos  Century  Shingles 

and  Flat  Asbestos 

Lumber, 

Asbestos  Century  Smoke- 
Jacks, 

Asbestos    Pipe    Coverings 

and 

Asbestos   Supplies    of    all 
descriptions. 

Write  for  catalogues  and 
samples." 


Franklin  Mfg.  Co. 

FRANKLIN,  PA. 


191 


NOTICE   -  RAILWAY  -  MEN 
=1  i=e_,  ^o^~>  i    i—*  -^sys-r^ajo^-^*'^  ^ 

AND    MAINTENANCE    OF    WAY. 

$1.00  per  Year 


THE  MONTHLY  PUBLICATION 
WHICH   DISCUSSES 

Bridges 

Buildings 

Contracting 

Signaling 

Track 


Write  to  the  publishers  for 
details  regarding  magazine 


The  Railway  List  Co 

Manhattan  Building,  CHICAGO 


192 


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University  of  California  Library 

or  to  the 

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ALL  BOOKS  MAY  BE  RECALLED  AFTER  7  DAYS 

•  2-month  loans  may  be  renewed  by  calling 
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books  to  NRLF  J 

•  Renewals  and  recharges  may  be  made 
4  days  prior  to  due  date 

DUE  AS  STAMPED  BELOW 

SENT  ON  ILL 

JUL  1  9  2005 

U.C.  BERKELEY 


DD20   1M  3-02 


53605 


